New Links Comprehensive Operations Analysis System Report September 2020

Contents Introduction and Project Overview ...... 1 .5 What is New Links? ...... 1 .6 What is the purpose of this report? ...... 1 .6 Why are we doing a bus redesign? ...... 1 .7 Key Trends, 2012-2019 ...... 1 .10 What key questions need answering? ...... 1 .13 Recent crises have introduced new challenges for service planning ...... 1 .15 System Updates ...... 1 .15 Key Concepts and Choices ...... 1 .17 Key transit planning concepts ...... 1 .18 Access ...... 1 .20 Frequency ...... 1 .24 Span ...... 1 .28 Speed ...... 1 .28 Better service for the same budget: ...... 1 .29 System Analysis ...... 1 .33 Overview ...... 1 .34 Transit and the built environment ...... 1 .34 The Network ...... 1 .37 Downtown Service ...... 1 .39 Downtown Service - March 2020 Updates ...... 1 .41 Service Frequency and Span ...... 1 .42 Peak vs . base service levels ...... 1 .44 Productivity by Time of Day ...... 1 .46 Frequency and Productivity ...... 1 .47 Ridership by Stop ...... 1 .49 Structure of the network ...... 1 .50 Direct and indirect routes ...... 1 .54 Duplicating Service ...... 1 .56 Exceptions and Outliers ...... 1 .58 Stop Spacing ...... 1 .60 Analysis and Service Strategies ...... 1 .63 System performance ...... 1 .64 Design and scheduling ...... 1 .65 Fares and Transfers ...... 1 .66 Infrastructure ...... 1 .66 Planning and operations issues ...... 1 .67

1.3 

Figures Figure 1 - Annual ridership for RTA, JET and SBURT services ...... 1 .6 Figure 2 - Changes to RTA Service and Weekday Hours, 2012-2019 ...... 1 .9 Figure 3 - % Change in Service Levels for RTA and JET lines, 2012-2018 ...... 1 .10 Figure 4 - % Change in Annual Ridership, 2012-2018 ...... 1 .11 Figure 5 - % Change in Service Productivity, 2012-2018 ...... 1 .11 Figure 6 - Base and Peak Frequency on RTA and JET Lines, 2005-2019 ...... 1 .12 Figure 7 - Regional transit network, Spring 2019 ...... 1 .19 Figure 8 - Average trip time to work by travel mode in Orleans Parish ...... 1 .20 Figure 9 - Transit + Walking Access from New Orleans CBD (Spring 2019) ...... 1 .21 Figure 10 - Transit + Walking Access from Lakeside Shopping Center (Spring 2019) ...... 1 .22 Figure 11 - Transit + Walking Access from Algiers Regional Library (Spring 2019) ...... 1 .23 Figure 12 - Travel Time Example - 60 minute frequency ...... 1 .24 Figure 13 - Travel Time Example - 30 minute frequency ...... 1 .24 Figure 14 - Travel Time Example - 20 minute frequency ...... 1 .25 Figure 15 - Travel Time Example - 15 minute frequency ...... 1 .25 Figure 16 - Wait times by service frequency ...... 1 .26 Figure 17 - Transfer Diagram: 108 Algiers Local to Algiers Point Ferry ...... 1 .30 Figure 18 - Transfer Diagram: E1 Veterans to 47 Canal Streetcar ...... 1 .30 Figure 19 - Key transit geographies in Greater New Orleans ...... 1 .35 Figure 20 - Existing Transit Network, March 2019 ...... 1 .36 Figure 21 - Existing Transit Network (Downtown routes), March 2019 ...... 1 .38 Figure 22 - Existing Transit Network (Downtown routes), March 2020 ...... 1 .40 Figure 23 - Revenue hours as % of midday service ...... 1 .44 Figure 24 - Boardings per Revenue Hour, RTA and JET Routes, Spring 2019 ...... 1 .45 Figure 25 - Productivity (boardings per service hour), RTA bus lines ...... 1 .46 Figure 26 - Productivity (boardings per service hour), RTA streetcar lines ...... 1 .46 Figure 27 - Productivity (boardings ber service hour), JET bus lines ...... 1 .46 Figure 28 - Productivity and midday frequency on RTA and JET bus routes, March 2019 ...... 1 .47 Figure 29 - Productivity by Midday Frequency ...... 1 .47 Figure 30 - Daily boardings by stop cluster, spring 2019 ...... 1 .48 Figure 31 - Radial service diagram ...... 1 .50 Figure 32 - Crosstown route diagram ...... 1 .50 Figure 34 - Grid service diagram ...... 1 .51 Figure 33 - Feeder route diagram ...... 1 .51 Figure 35 - RTA West Bank bus stop locations at Gen . de Gaulle ...... 1 .53 Figure 36 - RTA and JET West Bank service diagram ...... 1 .53 Figure 37 - Direct vs . indirect routes ...... 1 .54 Figure 38 - Midday frequency vs . productivity for RTA and JET bus lines ...... 1 .59 Figure 39 - Stop spacing and service classifications ...... 1 .60 Figure 40 - Median and maximum stop spacing on RTA and JET routes, March 2019 ...... 1 .61 Figure 41 - Median and maximum stop spacing on local routes, March 2019 ...... 1 .61 Figure 42 - RTA bus and streetcar on time performance, May 2019 ...... 1 .62 Figure 43 - JET bus on time performance, May 2019 ...... 1 .62

New Links System Analysis Report, Vol. I - Regional Service Profile Introduction and Project Overview Introduction and Project Overview

What is New Links?

New Links is a planning project to re-imagine how public transit connects Orleans, Jefferson, and St. Bernard parishes. The Regional Planning Commission (RPC) is working with the Regional Transit Authority (RTA), Jefferson Transit (JET) and Mayor’s Office of Transportation to develop recommendations for redesigning the region’s transit network to create more reliable, equitable, and connected bus and streetcar service .

The project involves two major components: a Comprehensive Operations Analysis of existing transit, and a planning process for a network redesign of the region’s bus system .

What is a Comprehensive Operations Analysis?

A Comprehensive Operations Analysis (COA) is a system-wide analysis of a transit network that includes a detailed, line-by-line assessment of every transit route in a system . The RPC last completed a COA of RTA and JET service in May 2012 .

What is a Network Redesign?

A network redesign is a transit planning process that begins by wiping the slate clean and starting from scratch . Working together, planners and the public can decide where, when, and how transit should serve a region . Many cities, including Houston, TX and Columbus, OH, have successfully grown ridership, improved frequency, and increased the reliability of transit service by reallocating existing resources .

What is the purpose of this report?

The purpose of this report is to provide information about the JET Bus, SBURT Bus, transit services operating in greater New Orleans and discuss 90,816 some of the issues and trade-offs involved in improving transit 1,918,859 service . This report mainly focuses on the operations of the two RTA Ferry, largest transit providers: 542,524 • The Regional Transit Authority (RTA), which operates 40+ bus, streetcar and ferry routes primarily in New Orleans and the City of Kenner, and: • Jefferson Transit, (JET) which operates 11 bus routes in RTA RTA Bus, Jefferson Parish. Streetcar, 9,882,165 7,781,698 This report also includes information about St . Bernard Transit, which operates a single bus route in St . Bernard Parish that connects to RTA service in Arabi . These three agencies together operate almost all of the fixed-route (bus, streetcar and ferry) services in the Greater New Orleans region .

Figure 1 - Annual ridership for RTA, JET and SBURT services. (Source: 2018 National Transit Database)

New Links System Analysis Report, Vol. I - Regional Service Profile This report will particularly focus on these operators’ bus lines, which represent the greatest opportunity to make short-term changes that improve the region’s transit. Although this project also addresses changes that could benefit the streetcar network and the Algiers Point Ferry, most changes to those services would require investments by the transit agencies which will require additional funding and time . In the short term, transit agencies have much more flexibility to make changes to the bus network using existing resources.

The “Key Concepts and Choices” chapter of this report discusses some of the challenges and planning principles involved in creating better bus service .

The “System Evaluation” section of the System Report report examines how the geography of transportation in New Orleans creates both challenges and opportunities for planning bus service, and reviews the operational details and performance of the current system . This section also analyzes where and when people are using the current transit system, and makes some observations about where more service might be needed based on the ridership data .

The New Links team is also studying the market for transit in the region – who currently uses transit, what people need transit for, and the need for transit in different parts of greater New Orleans, which we will publish as a separate Market and Needs Assessment .

Finally, this report also contains some analysis and potential strategies for the RTA and JET to improve service for riders in addition to redesigning the bus network . These strategies are based on the ridership and operations data that Regional Planning Commission has collected, and the feedback we’ve collected from riders and other stakeholders as part of this project . Why are we doing a bus redesign?

The bus and streetcar network serving greater New Orleans has not been rethought in a long time. The last significant change to the structure of the network was the introduction of the Canal Streetcar in 2004 . At that time, the RTA and JET operated a broad and comprehensive transit network featuring significantly more geographic coverage and frequent service than the current system .

In 2005, Hurricane Katrina had drastic effects on the operations fo both agencies, destroying much of the region’s bus fleet and significantly reducing the operating budget of both agencies for running bus and streetcar service.

The last Comprehensive Operations Analysis of RTA and JET routes was done by the RPC in 2012 . Although that study contained recommendations for redesigning regional bus service, those recommendations were not implemented .

Since 2012, the agencies (and particularly the RTA) have invested significant resources into both new bus and streetcar lines, and have added more service to existing lines . However, the broader network continues to resemble a scaled-down version of pre-Katrina service .

1.7 Introduction and Project Overview

Here’s how service has changed in the last few years.

Here is a summary of major changes and key trends Changes to other major services have also in transit between the last major COA, conducted in in affected the transit network. 2012, and the beginning of this project, in 2019 . In addition, there have been several major changes to The agencies - especially the RTA - have transit services by other providers that have significantly expanded service. affected the regional transit network.

The RTA has added 4 new bus lines: Major changes to Ferry service in 2013

• The 65 Read-Crowder bus (2014) Before 2013, three ferry lines (carrying vehicles and • The 90 Carrollton bus (2014) pedestrians) served New Orleans and Jefferson Parish. In 2013, the state of Louisiana discontinued one of • The 106 Aurora bus (2014) these lines, which connected Gretna and Downtown • The 202 Airport Express bus (2014) New Orleans . The RTA now operates the other two ferry services, with the Algiers Point-Canal Street ferry line The RTA has added the 49 Loyola-Rampart streetcar . running as a pedestrian-only ferry with reduced hours . The first phase (on Loyola) opened in 2013, the second The RTA’s other ferry route, connecting lower Algiers (on Rampart) opened in 2016 . to Chalmette, continues to carry vehicles and has few pedestrian passengers and limited connections to the JET added one new bus line, the W6 Gretna Local, in rest of the transit network . RTA introduced a $2 farefor 2015 . pedestrians (pedestrian riders on both ferries previously traveled for free) . The Algiers Point ferry maintained The RTA merged two bus lines (the 24 Napoleon and high pedestrian ridership prior to service interruptions 28 MLK) to form the 28 MLK-Napoleon line in 2013 . in 2019, and serves as an important secondary link for transit riders traveling from the West bank to The RTA significantly extended three bus lines: Downtown New Orleans . For this reason, this study • The 80 Desire-Louisa line was extended to will incorporate the Algiers Point Ferry into the service serve downtown via Claiborne Avenue in 2014 . recommendations for a redesigned transit network . • The 32 Leonidas bus was extended down Discontinuation of LA Swift Service in 2013 Orleans Avenue to serve Treme and the Central Business District in 2014 . LA Swift started as an emergency commuter route • Most recently, the 39 Tulane line was extended between New Orleans and Baton Rouge after Hurricane to Causeway Boulevard in Jefferson Parish via Katrina, operated by LADOTD . LA Swift continued Jefferson Highway to serve Ochsner Medical service until 2013 due to its popularity and high usage . Center . The line averaged 12,000 passengers a month when it was discontinued due to lack of funding . The RTA significantly increased late night and weekend service on many routes . Overnight service was added on the 39, 47, 52, 55, 84, 88, 94 and 114 (in 2016), and the 16 (in 2018) .

The RTA has opened two new bus/streetcar transfer facilities: at Union Passenger Terminal (in 2013) and at Canal Boulevard and City Park (in 2018) .

New Links System Analysis Report, Vol. I - Regional Service Profile Figure 2 - Changes to RTA Service and Weekday Hours, 2012-2019

RTA Weekday Service Changes, 2012-2019 2012 service hours |–––––––––––––AM–––––––––––––| |––––––––––––––PM–––––––––––––| Added service 2012-2019 121 2 3 4 5 6 7 8 91011121 2 3 4 5 6 7 8 91011 Removed service 2012-2019 2 Riverfront Streetcar* 1111111################1 5 Marigny‐Bywater #############1 10 Tchoupitoulas ################### Since 2012, the RTA has added 11 Magazine 11################### four new bus routes, one 12 St. Charles Streetcar ######################## 15 Freret new streetcar route, and has ################# 16 S. Claiborne 11111##################1 significantly expanded late 27 Louisiana ################### night service on other lines. 28 M.L.King ‐ Napoleon ###############1111 32 Leonidas‐Treme #############1111 39 Tulane ##111################### 45 Lakeview ############### 47 Canal Streetcar ‐ Cemeteries ###11################### 48 Canal Streetcar ‐ City Park # 111111################# 51 St. Bernard ‐ St. Anthony 11################111 52 St. Bernard ‐ Paris 11111##################1 55 Elysian Fields 11111################### 57 Franklin 11################### 60 Hayne ###############11 62 Morrison Express 11111################### 63 New Orleans East Owl 111 64 Lake Forest Express 11 11################### 80 Desire‐Louisa 1 ###############111 84 Galvez 11111#################11 88 St. Claude ##111################### 91 Jackson‐Esplanade 1 ################### 94 Broad ###1 #################### 100 Algiers Loop Owl ##1 ## 101 Algiers Point 1 #################1 102 General Meyer 1 #################1 108 Algiers Local ############## 114 Gen. de Gaulle ‐Sullen 11111################111 115 Gen. de Gaulle ‐ Tullis #################11 201 Kenner Loop ############### 24 Napoleon Merged with 28 Martin Luther King 49 Rampart Streetcar 1 1111111111111111111 65 Read‐Crowder Express 11111111111111111111 90 Carrollton 111111111111111111 106 Aurora 1111 1111 202 Airport Express 1 1111 11111 1

*As of March 2019, the Riverfront Streetcar is suspended, with the 47/48 Canal Streetcars providing # 2012 service hours 1 Added service 2012‐2019 service on the French Quarter portion of the line . Removed service 2012‐2019

1.9 Introduction and Project Overview

Service and Ridership Changes, Key Trends, 2012-2019 2011-2018 Service has expanded, but ridership has RTA Bus not. RTA Streetcar JET Bus Since 2012, the transit service has expanded, and System Average (Bus and Streetcar) the RTA and JET combined run more service per capita than they did in 2012 . The RTA in particular has invested significantly in service. However, these investments have had mixed results .

Productivity and ridership on RTA bus routes have % Change in Annual Revenue Hours, been declining since 2013 . Although the RTA has 2012-2018 been increasing service, ridership has been in 175% decline on both bus and streetcar routes .Figure 162% 5 compares annual ridership and service run by 150% each agency from 2011-2018. Despite offering 136% more service, the system as a whole has only 135% slightly more riders than it did in 2012, and has 125% generally been flat since 2013. 100% 102% Although this report is not primarily focused on the market for transit, it is worth emphasizing that demographic trends do not indicate that there 75% is decreasing need for transit . From 2012-2018, the number of zero-and one-car households in % Changesince 2012 50% Orleans and Jefferson Parish has increased both overall and as a share of the region’s population . 25%

0% 2012 2013 2014 2015 2016 2017 2018

Figure 3 - % Change in Service Levels for RTA and JET lines, 2012-2018. (Source: 2012-2018 National Transit Database)

While JET service levels have mostly remained flat, the RTA operates 118,262 additional revenue hours of bus service and 76,380 revenue hours of streetcar service annually vs. 2012.

New Links System Analysis Report, Vol. I - Regional Service Profile Figure 4 - % Change in Annual Ridership, 2012-2018 % Change in Annual Ridership, 2012-2018 (Source: 2012-2018 National Transit Database; 175% Agency data for RTA Service)

Nearly all ridership growth since 2012 can 150% be attributed to increased streetcar ridership. System-wide ridership peaked in 2014 and has 125% declined slightly from 2014-2018. 115% 106% 100% 102% 94%

75% % Changesince 2012 50%

25%

0% 2012 2013 2014 2015 2016 2017 2018

Figure 5 - % Change in Service Productivity, 2012-2018 % Change in Productivity (Source: 2012-2018 National Transit Database; Agency (Riders per Revenue Hour), 2012-2018 data for RTA Service) 175%

The productivity of all service has declined since 2012 150% meaning that fewer riders are traveling on bus and streetcar lines relative to the amount of service being 125% run. These declines are stronger for RTA service.

100% 92% 78% 75% 76% 71% % Changesince 2012 50%

25%

0% 2012 2013 2014 2015 2016 2017 2018

1.11 Introduction and Project Overview

The agencies have not prioritized frequency.

Figure 6 - Base and Peak Frequency on RTA and JET Lines, 2005-2019 Table X compares service frequency on different routes in 2005, 2011 and 2019. This 2005 2012 2019 table uses a color scheme that will appear Peak Base Peak Base Peak Base 5 Marigny/Bywater throughout this report to highlight routes by 15 23 45 45 40 40 10 Tchoupitoulas 30 60 30 60 45 45 how often bus and streetcar service come: 11 Magazine 8 16 16 20 19 20 12 St. Charles Streetcar 68 98 99 How long until the next bus comes? 15 Freret 14 22 35 60 34 60 16 Claiborne 9 21 30 60 37 29 15 minutes or fewer 27 Louisiana 9 25 30 40 34 45 24 Napoleon* 13 30 30 30 16-20 minutes 45 45 28 M. L. King* 11 21 45 45 21-30 minutes 32 Leonidas 13 36 70 70 45 53 31 minutes or more 39 Tulane 7 12 20 30 15 30 45 Lakeview 21 50 30 30 90 45 4748 Canal Streetcar 6 10 11 11 9 9 5152 St. Bernard Some figures in this report will use slightly 5 14 25 25 21 19 55 Elysian Fields 11 17 38 35 38 35 different time brackets, but the basic story is 57 Franklin 11 20 35 35 30 45 essentially the same . 60 Hayne 12 76 60 60 60 60 62 Morrison Express 13 25 30 45 30 33 Even as the RTA has added several new 64 Lake Forest Express 7 19 45 90 29 60 services and expanded late-night offerings on 65 Read‐Crowder 33 55 many routes, daytime frequency on most of the 80 Louisa 16 23 70 70 60 55 system has barely changed . 84 Galvez 9 20 40 40 45 45 88 St. Claude 7 11 20 20 16 21 90 Carrollton 21 60 35 70 91 Jackson ‐ Esplanade 17 28 30 30 30 30 94 Broad 6 12 20 20 16 19 101 Algiers Loop 31 30 60 60 75 55 102 General Meyer 15 35 35 35 48 38 106 Aurora Express 18 0 80 0 108 Algiers Local 30 60 60 60 60 53 114115 General DeGaulle 8 20 23 20 26 23 201 Kenner Loop 48 48 53 50 55 43 202 Airport/Kenner Express 15 0 90 60 E1 Veterans 14 23 24 30 25 29 E2 Airport 14 25 28 35 31 38 E3 Kenner Local 18 27 23 30 26 30 E4 Metairie Road 20 40 40 40 40 40 E5 Causeway 30 60 30 60 30 60 E8 Clearview 30 60 70 70 75 75 W1 Avondale 65 65 70 70 75 75 W2 Westbank Expressway 23 30 33 60 38 55 W3 Lapalco 23 30 30 40 45 45 W6 Gretna Local 76 76 30 30 W8 Terrytown 27 52 30 60 43 60 W10 Huey P. Long 43 80 75 75 90 90

*The 24 Napoleon and 28 Martin Luther King RTA lines were merged into a single bus line (the 28 MLK-Napoleon) in 2013 .

New Links System Analysis Report, Vol. I - Regional Service Profile What key questions need answering?

What are our goals, and who are we trying to serve?

New Orleans visitors make up a significant part of transit ridership. More than 25% of weekday RTA, JET and SBURT riders were visitors to the region, according to data collected by the RPC .

The RTA Streetcar lines in particular are a major tourist attraction in their own right . The St . Charles streetcar lines is one of the oldest transit services in the world, and was designated as a National Historic Landmark in 2014 . The RTA’s other streetcar lines were built with rolling stock resembling 19th-century heritage streetcars .

Operating heritage streetcar service has trade-offs, however, for the simple reason that heritage and replica heritage streetcars are slower and more expensive to run than modern bus or light rail service . The St . Charles streetcar is also not ADA accessible creating equity issues in serving local residents .

More broadly, the local transit agencies face trade-offs in allocating service for visitors and residents. How best to balance service for visitors and for residents .

More Coverage or Better Access?

Transit agencies face two major priorities when deciding how to structure bus service:

1 . “As many people as possible should be within walking distance of bus service ”.

2 . “Transit should get people to their destinations quickly ”.

These two goals are fundamentally in conflict. Because resources are limited, it simply isn’t possible to run enough service to fully address both of these goals, and every transit agency must decide how to allocate service between these priorities .

How late should service run?

Relative to many agencies of its size, the RTA runs at least some overnight service on many routes . With some exceptions, non-overnight RTA routes stop running between 10pm and midnight . However, there is no overnight service on JET routes, and most service ends between 6pm and 10pm . This creates a mismatch between RTA and JET service .

From the perspective of distributing limited service hours this is understandable: most people’s travel needs take place during the daytime . However, a large number of workers that are critical to the local economy, many of whom rely on public transit, work non-traditional hours, and their transportation needs are poorly served when public transit doesn’t run overnight. Those in the hospitality or healthcare industries may find themselves stranded when their shift begins or ends after midnight or in predawn hours when their bus is not in service .

Late night service is also useful for building daytime ridership, because riders are more comfortable starting trips into town in the afternoon and evening when they know they will still be able to get home on a late-night bus .

How best to balance daytime and overnight service is a trade-off. It is a decision to make both system-wide and on a route-to-route, neighborhood to neighborhood basis .

1.13 Introduction and Project Overview

What changes are people willing to make for better service?

Because the network has evolved over time, and because different lines are operated by different agencies, the current transit network is not set up as efficiently as it could be. On some corridors, multiple bus lines run duplicating service so that riders have a one seat trip . In parts of Orleans Parish, several bus lines may run parallel to each other only a few blocks apart and serving the same destination, which makes each line less efficient overall.

The transit agencies can make the system more efficient (which would allow them to run more service) by redesigning bus lines to act as a single network using the resources of both major agencies . However, getting the most out of the system may require significant changes, which would affect how riders would travel around the city on a day-to-day basis . Riders’ willingness to accept those kinds of big changes is important for determining how ambitious a bus network redesign plan should be .

What is the commitment of stakeholders to invest in transit infrastructure?

New Orleans currently lags behind many cities in investments in dedicated roadway space for buses . There is currently only one dedicated set of bus lines in the region (on Basin Street adjacent to Canal Street) .

Small chokepoints can have a big impact in transit planning, and allocating dedicated space for buses in high leverage locations such as downtown could have big benefits for the entire transit network. However, this will require Orleans and Jefferson parish to allocate road space for bus movement in a way that they have not previously.

New Links System Analysis Report, Vol. I - Regional Service Profile Recent crises have introduced new challenges for service planning

The new links project kicked off in January 2019, and the majority of the system analysis was done using data collected in the March 2019 . Since then, several System Updates significant crises have had important effects on the The majority of systems analysis was performed in regional transit network, and the planning environment March, 2019. However, there have been significant for transit service has changed changes to bus, streetcar, and ferry service since this In October 2019, the under-construction Hard Rock project began . In cases where changes have been made Hotel site at Rampart St . and Canal St . collapsed, that are relevant to the project analysis, we will highlight directly atop the intersection of the Canal and Rampart those changes with a sidebar . streetcar lines, and adjacent to the city’s central bus hub at Elks Place . This event forced emergency relocation of the city’s main transit hub to a new site at Duncan Plaza, along with the rerouting of several streetcar lines In other ways, the crisis has reinforced the essential to account for the partially severed streetcar network . role that transit provides for many residents who would Beginning in the summer of 2019, the ferries used not otherwise have access to essential services, and to operate the Canal-Algiers Point ferry line began throughout the lockdown riders have continued to rely to experience significant mechanical issues, which on transit service to travel to hospitals, grocery stores, culminated in the temporary suspension of service on and other critical needs . this route for several months in late 2019 . Moving forward in the planning process, the New Links At the time of publication for this report, Orleans team will continue to work with the RTA and Jefferson and Jefferson Parish are in the beginning stages of Transit to assess emerging transportation needs as the reopening after the COVID-19 lockdown, which has had country reopens, to ensure that the network plan that profound effects on the life and economy of the city. we develop as part of this project is consistent with the present needs of the region . In some ways, the COVID-19 crisis has added significant uncertainty to the planning environment for transportation generally and for New Links particularly . At this point, we don’t even know yet what a timeline for a return to normal looks like . Realistically, the post COVID-19 region will have new and different transportation needs in ways that we are only beginning to fully grasp. It is difficult not to recall previous disasters such as Hurricane Katrina which drastically reshaped both the availability of transit resources and the city’s transportation needs .

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w Land Pkw H St. Louis St. District . Pontchartrain Blvd. Gentilly Harrison 94 ur 28, 32, 39, 51, 52, 51 MacArthur B 115 31st To Airport te 62, 63, 64, 65, 80, 94 T 91 lvd. Aurora Algiers- n T end Chef Me 51 L.B 108 Chalmette 65 Audubon 201 Louisiana n Ferry and JET’s) missing critical information whick would be 52 57, 62, 63, 64, 65, 52 Rousseau estb Walnut Park 106 114 Benne W Clemson Gentilly 57 Walmart ulle 10 62 64 S MetairieMetairie 80, 84, 88, 91, 100, 57 Texas Magazine Wilty Ge Berkley Basin St. Esplanade Ave. To Downtown Terrace 10, 91 Milton tt Elysian Fields Superdome Zoo important to a person using the bus network: Fleur de Lis Lakeview St. Bernard 63 T neral De G 84 64 101, 102, 106, 114, 62 Porter 115 Chickasaw 80 11, 32 Audubon Magazine T 108, W2, W3 Holiday E1 Veterans Blvd. T Zoo Touro Van Trump Memorial Park Dr. Veterans Memorial 64 65 115, 202, Tchoupitoulas W8, WSL au Woodland Dillard 80 Behrman Hwy. 114 lle E2 Audubon 11 ennett

201, 202, E1 80 Our Lady of B Greenwood T University 8 Northwestern H 47 48 49 Gretna Holy Cross Sharon O Louis 100 College P H Tchoupitoulas 10 S. Front Where are the stops located? While many RTA and JET Gentilly S. Saratoga St. 39 Armstrong W8 Zachary Taylor Park East Dr.Children's La Freniere Edge Desire Union Passenger C Hospital River Brechtel Fields D B A R 32 90 Park linesPark have stops located every several blocks, several Terminal 88 11

Ac 63 La Salle St. E N. Rampart St. Behrman 108 ade Allen City Hall Elk Pl. Basin St. Crozat St. Claude Ave. Mississippi m 610 E2 y 202, 49 , G 88 tbank Expy 202 90 T F H 88 91 49 Tul operate as express services, and may run several miles D 84 88 Wes lis le r Conti St. Tullis E1 . Commuter Rail, I Moss New Orleans Forest Is

Desaix Pkwy Terry

Bellaire Dr. 15 E1 Orleans Bus WSL T without stopping . For example, the 202 Airport bus 115

Louisa Canal St. W3 Common St. W2 Canal Blvd. Delgado 90 91 J Airport Access Rd City Park / Museum After 1 pm: Community Belfort T Roosevelt makes only a handful of stops between leaving the CBD Lelong Way Wisner Florida 101, 102, 106, Cemeteries College 90, 91 48 WSL Williams T Loyola Ave. Poydras St. French Delgado 62 114, 115 W8 and arriving at the Airport in Kenner . 27, 45, 60, 91 W3 115 Dauphine St. T 28 W2 114 Almonaster City Park T 27, 60, 91 28 106 115 Louis Armstrong New Orleans E1, E4 47 28 114 Baronne St. N. Galvez 102 K International Airport o Florida 101 106 Quarter N. Mir 91 102 . Esplanade Ave. 91 N. Broad t 101 At a glance, transit maps t S 100 Carondelet St. How late does the bus run? Metairie 48 ar E4 Esplanade Seventh Ward 84 Lower p 15 Playground 47 S. Ram W2 typically do not provide information on when services 27 Ninth Ward 55 10 15 91 W3 French Quarter Airline Hwy T 201, 202, E2 84 N. Claiborne O’Keefe Ave. Bayou St. John N. Robertson W8 Chartres St. Caffin are actually running . Two of the lines on the RTA map, 80 Desire 15 16 T 5, 10, 11, 16, 55, WSL Jackson Mazant 11 61 Orleans N. Johnson 91 100 10 12 47 48 Square Decatur St. E2 E2 the 100 and the 63, are “Owl” services that only run N. Claiborne L 5,5 5555 Airline Hwy St. Claude Flood 12 Kenner E2 61 Mid-City 57 114* M when other bus lines are not operating . The WSL line S. CarrolltonUlloa N. Robertson 100 55 55 Palmetto 10 N. Miro 49 N. Peters St.5 5 T E3 13 11 Earhart Expy. Canal St. Dauphine Lee 48 47 202 Palm 14 St. Charles Ave. *Evenings N Clay St. Minor 3rd runs only on Sundays . Several RTA and JET lines do not N. Claiborne No service until Circle Camp St. N. Peters St. 32 further notice St. Claude Monroe 88 5 Tupelo St. Maurice W. Judge Perez 114* run on weekends . Critically, at no point in the day are all 39 11 100 E3 Holly Grove Tulane N. Galvez N. Peters The 5 is detoured 11 10 Orpheus Ct 90 along Chartes until Chartres 10 5 Poland The Riverfront Streetcar line ( 2 ) will be 39 Xavier further notice *Evenings 16 of the lines shown on this map running at once . Jefferson Hwy. Pritchard 11 Woldenberg 90 University 10 Friscoville S serviced via the Canal lines 47 and 48, both Wells Park extending to the French Market Station. E3 90 94 Aycock Due to construction, Poydras Street and When is the next bus coming? Perhaps most H Patterson T 88, SBURT Leonidas 6 Poydras Julia Street Stations are not being serviced Leonidas S. Broad 101 Alix Marine Magazine St. Algiers Point-Canal St. Ferry by the Riverfront line. Construction will be importantly, a typical transit map does not illustrate Verret Corps completed in late 2020. Eden City Hall Federal Mississippi River S. Peters St. 10, 16 2 47 48 Causeway Blvd. Broad T Elmira Carrollton Vallette Support Mehle 11 frequency . Without additional information, such as a Willow Bouny City Facility Aycock Hilton 27, 28, 94 202 Earhart New Orleans 10 Riverside T 16, 39, 90 T Superdome Heerman N. Peters

Hendee Hendee

S. Dorgenois Behrman Military/Maritime Hotel timetable, it is impossible to know whether a bus might E3 12 Academy Convention Center Blvd. Marlyville- Opelousas Fontainebleau 28 Teche Newton come once an hour, or once every 10 minutes . Washington Martin Luther King Jr 1 10

108 Atlantic 4 Nunez Diana Jean Lafitte 108 WSL DeArmas National Park 10 90 Landry-Walker Calliope St. W8 W3 Transit planner Jarrett Walker coined the term Lamarque Shirley General Meyer

Broadmoor L.B. Landry 102, 108 Carrollton T 12 100 90 W2 Algiers Patterson Dr. Erato Bouny St. “motorist’s error” to refer to conceptions about transit 7 100 Blvd. Pace Annunciation St. 16 Mardi Gras Blvd. Tulane ne Simon Bolivar 114 115 106 S. Claibor 27 108 101 University O.C. Haley Behrman Point Pelican Ave. that arise from “unconsciously thinking about transit as 32 108 3 Pontchartrain Expy. Memorial Ernest N. Morial St. Charles Opelousas Ave. 9 Park Convention Center H Camp though it works just like cars and roads ”. La Salle 12 101 Loyola Race 100 101 Freret Pace / Sandra Pontchartrain Expy. University 15 Loyola Jackson Sandra 100 Magazine Verret St. Holiday Dr. Holiday 102 101 100 Delachaise Annunciation W2 Napoleon 101 T 108, 114, 115 Algiers Bennett W2 102 2 W3 102 Garden W3 100 108 A key issue with transit maps generally is that they Felicity Burmaster T 100, 102, W8 106 General De Gaulle W8 106 Teche 12 Religious 114 Broadway St. Charles 108, 114, WSL 114 108 108 District WSL 101 visually emphasize one particular aspect of transit 115 MacArthur B 115 91 lvd. Aurora Algiers- 115 Elmira L.B. Landry L.B. 108 Audubon Chalmette Vallette St. service – where the routes are – that is more important Louisiana Rousseau Ferry

Walnut Park 106 114 Bennett Walmart Westbend Pkwy exas Sullen for other modes of transportation such as driving and T Berkley Zoo Magazine T 10, 91 Wilty Milton General De Gaulle Porter 115 Downtown Stop Zones biking . However, they leave out important information 11, 32 Audubon Magazine T 108, W2, W3 Holiday T Zoo Touro Van Trump Memorial Park Dr. Tchoupitoulas Woodland W8, WSL Behrman Hwy. 114 Elk Place / Canal St (North Side): Elk Place (Mid-Street, South Side): S. Rampart St (South Side): Canal St / Magazine St (South Side): that helps riders determine how long it will actually take Audubon 11 A E I M

Our Lady of Bennett 62, 63, 64, 65 28, 100, 101, 102, 106, 15, 91 10, 16 8 GretnaGretna Holy Cross Alix St. to get to their destination . 100 College 114, 115 H Tchoupitoulas S. Front Canal St / Roosevelt Way: Canal St / Tchoupitoulas St: 10 W8 B Elk Place (Mid-Street, North Side): J N East Dr. Children's Elk Place / Tulane Ave (South Side): 15, 100 5, 10, 16, 55 Hospital Brechtel Fields 57, 51, 80, 52, 202 F 90 Park 88 K Canal St / Carondelet St: O Canal St / S. Saratoga St: Mississippi River Behrman 108 C Elk Place / Tulane Ave (North Side): 39, 51, 52, 62, 63, 64, G Loyola Ave / Tulane Ave (South Side): 100, 114 39 Tullis 100, 101, 102, 106, 114, Westbank Expy 65, 80 Tullis 115, W2, W3, W8 L Canal St / Magazine St (North Side): R Basin St / Iberville St: Forest Isle

Terry Pkwy Terry 11, 100, 114 32 WSL D Loyola Ave / Tulane Ave (North Side): S. Rampart St (North Side): W3 115 84 H Updated 6-9-2019 W2 28, 88, 91

Bus Lines / Streetcar / Ferry Service / Additional Bus Services / New Links System Analysis Report, Vol. I - Regional Service LíneasProfile de Autobús Tranvía Servicio de Ferry Servicios de Autobuses Adicionales Jefferson Transit Lines (JeT): 5 Marigny-Bywater 32 Leonidas-Treme 60 Hayne 88 St. Claude 106 Aurora 2 Riverfront (via 47/48) Algiers Point - Canal St. Ferry E1 Veterans W2 Westbank Expressway 10 Tchoupitoulas 39 Tulane 62 Morrison Express 90 Carrollton 108 Algiers Local (Pedestrian Only) St. Charles 12 E2 Airport W3 Lapalco 11 Magazine 45 Lakeview 63 New Orleans East Owl 91 Jackson-Esplanade 114 General DeGaulle-Sullen Lower Algiers-Chalmette Ferry Kenner Local Terrytown Canal-Cemeteries E3 W8 15 Freret 51 St. Bernard-St Anthony 64 Lake Forest Express 94 Broad 115 General DeGaulle-Tullis 47 (Pedestrian and Vehicle) E4 Metairie Road WSL Westbank Sunday Loop S. Claiborne St. Bernard-Paris Ave Read-Crowder Express Algiers Owl Kenner Loop 16 52 65 100 201 48 Canal-City Park / Museum 501-248-3900 RTAforward.org/ferry

27 Louisiana 55 Elysian Fields 80 Desire-Louisa 101 Algiers Point 202 Airport Express St. Bernard Urban Rapid Transit (SBURT): 49 Rampart-St. Claude Arabi to Poydras 28 Martin Luther King 57 Franklin 84 Galvez 102 General Meyer S 504-277-1907 www.sbpg.net Paris Rd.

60 Morrison

Hayne 10 CurranShorewood Michoud T 64, 65 Vincent Expedition

63 Little Woods Paris Rd.

Michoud Bullard

North I - 10 Service Road Read 62 Alcee Fortier

Morrison Lake Pontchartrain 17 Vanderkloot Walmart Paris Rd. T 62, 63, Lake Forest Crowder 64, 65 510 Dwyer

Louis Armstrong New Orleans Lakefront Bundy Airport Read 63 94 60 International Airport Map Bullard Hayne Morrison US Naval 16 Joe Yenni 65 Joe Brown Reserve 60 Morrison Waterford Dwyer 64 Hayne 10 Training Center North I - 10 Service Road Park Michoud Old Gentilly Rd. Michoud Lakeshore Dr. Springlake CurranShorewood Bundy Pressburg W. Loyola W. University of SUNO New Orleans East Hospital 65 T New Orleans Downman 64, 65 T 57, 60, 80 62 H Michoud Vincent Loyola E. UNO Tilford Facility Expedition 80 T 51, 52, Leon C. Simon SUNO Lake Forest64 Blvd. Pratt Pontchartrain 55, 60 Franklin Park Debore Harbourview Press Dr. New Orleans East Williams West End Park Dwyer 63 Academy Robert E. Lee Pressburg Park s Paris St. Anthony System Map 63 Paris Rd. tis Pren 45 St. Anthony Odin Little Woods 60 10 H Congress Michoud Gentilly 52 Press Bullard W. Esplanade Bucktown Chef Menteur Hwy. Fillmore Desire 90 57 65

Canal Blvd.

Mirabeau 55 32nd 51 Old Gentilly Bonnabel 15 See Interactive Maps at RTAforward.com and on the RTA GoMobile App. Duncan Place City Park y. Chef Menteur / Desire North I - 10 Service Road 5 Hw Pontchartrain Blvd. Gentilly 62 is Harrison 94 ur Read 31st To Airport Chef Mente T 62, 63, 64, 65, 80, 94 Alcee Fortier 201 Clemson 10 MetairieMetairie Gentilly To Downtown leur de L Terrace Elysian Fields F Lakeview St. Bernard Call Rideline at 504-248-3900 for more information. Veterans Memorial E1 Veterans Blvd. Chickasaw Morrison Dillard 64 201, 202, E1 80 Greenwood T University 17 Northwestern Sharon Lake Pontchartrain Vanderkloot Gentilly Walmart Zachary Taylor La Freniere Edge Desire Park Ac 63 a Allen and the to . de For Arrival Times, text 610 T 62, 63, ke F m #NORTA STOP ID 41411 La orest 202 y 90 Crowder 510 Dwyer D r E1 . 64, 65 Moss Desaix New Orleans

Bellaire Dr. T E1 Orleans

Louisa

Bundy Canal Blvd. Delgado 90 Airport Access Rd City Park / Museum Lakefront Community Read Lelong Belfort ster Florida Airport 63 Cemeteries College Wisner 90, 91 48 94 Williams T Bullard Delgado 62 T 27, 45, 60, 91 City Park T 27, 60, 91 Almona Louis Armstrong New Orleans E1, E4 47 Transfer / Transbordo Evacuspots H Hospital Direction / Dirección N. Galvez Florida Hayne International Airport N. Miro 91 N. Broad Metairie 16 48 Esplanade Seventh Ward US Naval Playground E4 47 84 Lower Joe Yenni 65 Joe Brown Dwyer 27 Ninth Ward Reserve Morrison Waterford 10 60 64 T 201, 202, E2 N. Claiborne sire Michoud Airline Hwy 84 Training Center North I - 10 Service Road Park Bayou St. John N. Robertson Old Gentilly Rd. 80 De Caffin

Mazant Lakeshore Dr. Springlake 61 Orleans N. Johnson Bundy Pressburg W. Loyola W. University of SUNO New Orleans East E2 E2 N. Claiborne St. Claude Flood Hospital 65 Airline Hwy New Orleans Downman Kenner E2 61 Mid-City 57 S. CarrolltonUlloa N. Robertson T 57, 60, 80 62 Michoud Palmetto 10 N. Miro 49 H T E3 Earhart Expy. 13 E. Loyola E. Facility Canal St. Dauphine UNO Tilford 202 Palm 14 Minor 3rd N. Claiborne No service until 80 32 further notice St. Claude Monroe 88 5 Tupelo St. Maurice W. Judge Perez 51, 52, SUNO Lake Forest64 Blvd. 39 e T Leon C. Simon E3 Holly Grove Tulane N. Galvez N. Peters The 5 is detoured Pratt Orpheus Ct 90 along Chartes until Chartres Pontchartrain 39 Xavier further notice 5 Poland covill 55, 60 Franklin Jefferson Hwy. Pritchard 10 11 Park Debore Harbourview 90 University Fris S Press Dr. New Orleans East E3 90 94 Aycock

Williams Patterson 88, SBURT West End Park H 6 Poydras T Dwyer Academy Leonidas 101 63 Leonidas S. Broad Alix Marine Robert E. Lee Park Verret Corps Pressburg Eden City Hall Federal Mississippi

Causeway Blvd. Broad

Elmira s Carrollton Vallette Support Mehle Paris St. Anthony tis Willow Bouny City Facility Aycock Pren 27, 28, 94 202 Earhart New Orleans T 16, 39, 90 T Superdome Heerman N. Peters

Hendee St. Anthony Downtown & S. Dorgenois Behrman Military/Maritime River 45 Odin E3 12 Academy 60 10 Marlyville- Opelousas Congress Teche Newton H French Quarter Map Fontainebleau Washington 28 Martin Luther King Jr 49 1

108 Atlantic Gentilly 4 Nunez Diana Jean Lafitte 52 Press DeArmas National Park Bucktown Chef Menteur Hwy. 90 Landry-Walker Tulane Ave.

W. Esplanade Canal St.

Lamarque Shirley General Meyer Carrollton Broadmoor L.B. Landry T 102, 108 12 100 Desire 90 84 Erato Fillmore 32 7 100 Blvd. Pace 65 16 114 Mardi Gras Blvd. 57 39 Tulane S. Claiborne 27 Simon Bolivar 115 106 Canal Blvd. H University O.C. Haley 32 Behrman 90 3 Pontchartrain Expy. Memorial Poydras St. 51 52 St. Charles 51 52 57 80 9 Park H Camp S. Claibor ne Ave. 84 La Salle 101 Mirabeau 55 64 65 12 51 Old Gentilly 62 63 Orleans Ave. Loyola Freret Race Pace / Sandra 32nd 16 10 University 15 Loyola Jackson Sandra Magazine

Holiday Dr. Holiday 102 N. Claiborne Ave. Annunciation Delachaise Bonnabel 15 Napoleon T 108, 114, 115 Algiers Bennett Duncan City Park Garden 2 Place Canal Street Felicity Burmaster 100, 102, Chef Menteur / Desire General De Gaulle T y. 91 12 Religious 5 w Broadway St. Charles 108, 114, H St. Louis St. District Pontchartrain Blvd. Gentilly Harrison 94 ur 28, 32, 39, 51, 52, 51 MacArthur B 115 31st To Airport nte T 62, 63, 64, 65, 80, 94 T 91 lvd. Aurora Algiers- C e L.B. Landry 108 hef M 51 Audubon Chalmette 201 65 Louisiana Ferry 52 57, 62, 63, 64, 65, 52 Rousseau

Walnut Park 106 114 Bennett Clemson Gentilly 57 Walmart Westbend Pkwy 10 62 64 Sullen MetairieMetairie 80, 84, 88, 91, 100, 57 Texas Magazine Wilty General De Gaulle Berkley To Downtown Terrace Basin St. Esplanade Ave. 10, 91 Milton Elysian Fields Superdome Zoo Fleur de Lis Lakeview St. Bernard 63 T 84 64 101, 102, 106, 114, 62 Porter 115 Chickasaw 80 11, 32 Audubon Magazine T 108, W2, W3 Holiday E1 Veterans Blvd. T Zoo Touro Van Trump Memorial Park Dr. Veterans Memorial 64 65 Tchoupitoulas Woodland Dillard 80 115, 202, W8, WSL Behrman Hwy. 114 E2 Audubon 11

201, 202, E1 80 Our Lady of Bennett Greenwood T University 8 Northwestern H 47 48 49 Gretna Holy Cross Sharon O Louis 100 College P H Tchoupitoulas 10 S. Front Gentilly S. Saratoga St. 39 Armstrong W8 Zachary Taylor Park East Dr.Children's La Freniere Edge Desire Union Passenger C Hospital River Brechtel Fields D B A R 32 90 Park Park Terminal 88 11

Ac 63 La Salle St. E N. Rampart St. Behrman 108 ade Allen City all Elk Pl. Basin St. Crozat St. Claude Ave. Mississippi m 610 E2 y 202, 49 , G 88 202 90 T F H 88 91 49 Tullis D 84 88 Westbank Expy r Conti St. Tullis E1 . Commuter Rail, I Moss New Orleans Forest Isle

Desaix Pkwy Terry

Bellaire Dr. 15 E1 Orleans Bus WSL T 115

Louisa Canal St. W3 Common St. W2 Canal Blvd. Delgado 90 91 J Airport Access Rd City Park / Museum After 1 pm: Community Belfort T Roosevelt Lelong Way Wisner Florida 101, 102, 106, Cemeteries College 90, 91 48 WSL Williams T Loyola Ave. Poydras St. French Delgado 62 114, 115 W8 27, 45, 60, 91 W3 115 Dauphine St. T 28 W2 114 Almonaster City Park T 27, 60, 91 28 106 115 Louis Armstrong New Orleans E1, E4 47 28 114 Baronne St. N. Galvez 102 K International Airport o Florida 101 106 Quarter N. Mir 91 102 . Esplanade Ave. 91 N. Broad t 101 t S 100 Carondelet St. Metairie 48 ar E4 Esplanade Seventh Ward 84 Lower p 15 Playground 47 S. Ram W2 27 Ninth Ward 55 10 15 91 W3 French Quarter Airline Hwy T 201, 202, E2 84 N. Claiborne O’Keefe Ave. Bayou St. John N. Robertson W8 Chartres St. Caffin 80 Desire 15 16 T 5, 10, 11, 16, 55, WSL ackson Mazant 11 61 Orleans N. Johnson 91 100 10 12 47 48 Suare Decatur St. E2 E2 N. Claiborne L 5,5 5555 Airline Hwy St. Claude Flood 12 Kenner E2 61 Mid-City 57 114* M S. CarrolltonUlloa N. Robertson 100 55 55 Palmetto 10 N. Miro 49 N. Peters St.5 5 T E3 13 11 Earhart Expy. Canal St. Dauphine Lee 48 47 202 Palm 14 St. Charles Ave. *Evenings N Clay St. Minor 3rd N. Claiborne No service until Circle Camp St. N. Peters St. 32 further notice St. Claude Monroe 88 5 Tupelo St. Maurice W. Judge Perez 114* 39 11 100 E3 Holly Grove Tulane N. Galvez N. Peters The 5 is detoured 11 10 Orpheus Ct 90 along Chartes until Chartres 10 5 Poland The Riverfront Streetcar line ( 2 ) will be 39 Xavier further notice *Evenings 16 Jefferson Hwy. Pritchard 11 Woldenberg 90 University 10 Friscoville S serviced via the Canal lines 47 and 48, both Wells Park extending to the French Market Station. E3 90 94 Aycock Due to construction, Poydras Street and H Patterson T 88, SBURT Leonidas 6 Poydras Julia Street Stations are not being serviced Leonidas S. Broad 101 Alix Marine Magazine St. Algiers Point-Canal St. Ferry by the Riverfront line. Construction will be Verret Corps completed in late 2020. Eden City Hall Federal Mississippi River S. Peters St. 10, 16 2 47 48 Causeway Blvd. Broad T Elmira Carrollton Vallette Support Mehle 11 Willow Bouny City Facility Aycock ilton 27, 28, 94 202 Earhart New Orleans 10 Riverside T 16, 39, 90 T Superdome Heerman N. Peters

Hendee Hendee

S. Dorgenois Behrman Military/Maritime otel E3 12 Academy Convention Center Blvd. Marlyville- Opelousas Teche Newton Fontainebleau Washington 28 Martin Luther King Jr 1 10

108 Atlantic 4 Nunez Diana Jean Lafitte 108 WSL DeArmas National Park 10 90 Landry-Walker Calliope St. W8 W3 Lamarque Shirley General Meyer

Broadmoor L.B. Landry 102, 108 Carrollton T 12 100 90 W2 Algiers Patterson Dr. Erato Bouny St. 7 100 Blvd. Pace Annunciation St. 16 Mardi Gras Blvd. Tulane ne Simon Bolivar 114 115 106 S. Claibor 27 108 101 University O.C. Haley Behrman Point Pelican Ave. 32 108 3 Pontchartrain Expy. Memorial Ernest N. Morial St. Charles Opelousas Ave. 9 Park Convention Center H Camp La Salle 12 101 Loyola Race 100 101 Freret Pace / Sandra Pontchartrain Expy. University 15 Loyola Jackson Sandra 100 Magazine Verret St. Holiday Dr. Holiday 102 101 100 Delachaise Annunciation W2 Napoleon 101 T 108, 114, 115 Algiers Bennett W2 102 2 W3 102 Garden W3 100 108 Felicity Burmaster T 100, 102, W8 106 General De Gaulle W8 106 Teche 12 Religious 114 Broadway St. Charles 108, 114, WSL 114 108 108 District WSL 101 MacArthur B 115 115 91 lvd. Aurora Algiers- 115 Elmira L.B. Landry L.B. 108 Audubon Chalmette Vallette St. Louisiana Rousseau Ferry

Walnut Park 106 114 Bennett Walmart Westbend Pkwy exas Sullen T Berkley Zoo Magazine T 10, 91 Wilty Milton General De Gaulle Porter 115 Downtown Stop Zones 11, 32 Audubon Magazine T 108, W2, W3 Holiday T Zoo Touro Van Trump Memorial Park Dr. Tchoupitoulas Woodland W8, WSL Behrman Hwy. 114 Elk Place / Canal St (North Side): Elk Place (Mid-Street, South Side): S. Rampart St (South Side): Canal St / Magazine St (South Side): Audubon 11 A E I M

Our Lady of Bennett 62, 63, 64, 65 28, 100, 101, 102, 106, 15, 91 10, 16 8 GretnaGretna Holy Cross Alix St. 100 College 114, 115 H Tchoupitoulas S. Front Canal St / Roosevelt Way: Canal St / Tchoupitoulas St: 10 W8 B Elk Place (Mid-Street, North Side): J N East Dr. Children's Elk Place / Tulane Ave (South Side): 15, 100 5, 10, 16, 55 Hospital Brechtel Fields 57, 51, 80, 52, 202 F 90 Park 88 K Canal St / Carondelet St: O Canal St / S. Saratoga St: Mississippi River Behrman 108 C Elk Place / Tulane Ave (North Side): 39, 51, 52, 62, 63, 64, G Loyola Ave / Tulane Ave (South Side): 100, 114 39 Tullis 100, 101, 102, 106, 114, Westbank Expy 65, 80 Tullis 115, W2, W3, W8 L Canal St / Magazine St (North Side): R Basin St / Iberville St: Forest Isle

Terry Pkwy Terry 11, 100, 114 32 WSL D Loyola Ave / Tulane Ave (North Side): S. Rampart St (North Side): W3 115 84 H Updated 6-9-2019 W2 28, 88, 91

Bus Lines / Figure 7 - Regional transit network, Spring 2019 Streetcar / Ferry Service / Additional Bus Services / Líneas de Autobús Tranvía 1.19 Servicio de Ferry Servicios de Autobuses Adicionales Jefferson Transit Lines (JeT): 5 Marigny-Bywater 32 Leonidas-Treme 60 Hayne 88 St. Claude 106 Aurora 2 Riverfront (via 47/48) Algiers Point - Canal St. Ferry E1 Veterans W2 Westbank Expressway 10 Tchoupitoulas 39 Tulane 62 Morrison Express 90 Carrollton 108 Algiers Local (Pedestrian Only) St. Charles 12 E2 Airport W3 Lapalco 11 Magazine 45 Lakeview 63 New Orleans East Owl 91 Jackson-Esplanade 114 General DeGaulle-Sullen Lower Algiers-Chalmette Ferry Kenner Local Terrytown Canal-Cemeteries E3 W8 15 Freret 51 St. Bernard-St Anthony 64 Lake Forest Express 94 Broad 115 General DeGaulle-Tullis 47 (Pedestrian and Vehicle) E4 Metairie Road WSL Westbank Sunday Loop S. Claiborne St. Bernard-Paris Ave Read-Crowder Express Algiers Owl Kenner Loop 16 52 65 100 201 48 Canal-City Park / Museum 501-248-3900 RTAforward.org/ferry

27 Louisiana 55 Elysian Fields 80 Desire-Louisa 101 Algiers Point 202 Airport Express St. Bernard Urban Rapid Transit (SBURT): 49 Rampart-St. Claude Arabi to Poydras 28 Martin Luther King 57 Franklin 84 Galvez 102 General Meyer S 504-277-1907 www.sbpg.net Key Concepts and Choices

Access

Figure 8 - Average trip time to work by travel mode in Orleans Parish. People typically use vehicle transportation (cars, bikes, taxis, transit, and so on) because it allows us to get farther than we could by walking in a given amount of time . To be useful to riders, transit needs to be set up to allow people to make the trips they want to make in a reasonable amount of time .

Right now, on weekdays, trips on transit in New Orleans and Jefferson Parish typically take much longer than trips taken in a car . While a typical resident can reach 89% of jobs in Orleans Parish in under 30 minutes by driving a car, they can only reach 12% of jobs taking transit .1

This creates both a ridership issue and an equity issue:

• Limited access creates a ridership issue because it makes transit a less competitive travel option . people will avoid taking the bus if they have other travel options . • Limited access creates an equity issue, because people who rely on transit have access to fewer SOURCE: CENSUS BUREAU, 2014-2018 ACS jobs and other destinations . Those using transit have a significant time penalty attached to the trips that they make .

A good way to visualize access is by showing how far a person is able to travel using the the transit network from a certainplace at a given time of day . These kinds of maps are called isochrones, and they are a useful way of showing how useful the transit network is generally and in different parts of the city.

1 RIDE New Orleans Analysis, 2019 .

New Links System Analysis Report, Vol. I - Regional Service Profile Figure 9 - Transit + Walking Access from New Orleans CBD (Spring 2019)

G A N N O N B R U D M L L I

L A C U

R H C D Travel Time from Downtown (Canal St at Basin St) E O R A N V U E E D B S U B T

L L

D L A V V Spring 2019, weekdays at noon D D R L R D B N O W A Y S RI R V A R C IG E D B O LV W R M B U H ER E O Y N R T W S D W E D LV D R U B M A D E D Y A N D Y A D A E R R C H Y R B DR D Y RE O L L SHO B V KE M L LA R L D I V W T I C D D C N D D R O O R E E H E D I G V N W LV G B O LE EST D G OR H L VINTAGE D N KE F U R A T O R L RD M D W ER E Y C R R D W R N D O S A B I IM R D S D L C S B N L ON O S E F L U S V P D O R W R R S N D O S W A R N E A E D V T D R D W O N A R I N L E D B VD R Y E BL D L LE P D E V ERT E K OB S D R R O C O R O R L R O L D O B I C B D W N G N B L P

R H N L E V N L A V N T V D A G A D I R L A D M L I D T V R V Y I L W V R ES S E R PL E AN N E E A O D P E AV A D E D E E L A S D R O A U N A V N V S E V V L C D E I A V I RE A C L O N S S S M D R IL B E F R V

C L B S A L R D E N E A AV E ER E T O E AS N B L O D LM R A D A O S N M V N A W R T J E T R D R P VE A A O N U L A T BE A N A IR V M N I I L S U N O L A N I R N D I E N R O R C G I E R Y W W L S D L D T R E I M N E R T

A N V R S R E A A

V A G D V L T ETER L I P AN S B D LV A N D V E L A B K B S O E P K

S C T E L L W S P A R L

V . I I

E D D B R O S A E Y D E B R E S L I R L Y S A V N S S A S C N T I A I

R D L A N R E M A N D S

A O V W D NAPO T LE B D ON R V I AVE A F BL V S D IN A Y V I G L E IG T H T I E B S L D R A S

D V R L L S A I S E D N A S DESA IX BL S VD E R A CAM I PH A E OR ST N O D V V V U P A S A I M E E T O D A C R T . L R B T D E E K CITY E T R PAR E K AV R S N B E L N B A N L I W ME TAIR T V S IE AVE IE A T Y N S E N S L D D R F R ST L IE V IRO O O AIR D N M RID A T I A ME LL T A A V M S VE E A I N L A E A IRL V A I U NE DR V E A T E S E S B P O A L BI L A L N E A N I K N N C M E S V O A LA V C R D IBO E S IL L RN C A D P U T L E E E A C L E A VE E E S R A L N A O B A V N L V M A A V S E T T M Y A N E A S T R E S R S K V A R T T S P E Y N A U T F C T I O T A O S S DY S S D T A RGUN T T L R E B T BU C F IC L L R S N . T E A I S A L L I UD F E

H T A O S E S T E A A P T D E L U P VE A T V I LV W T I C B V S U S V IS C C E R L U RU A T HA T T E T A K CI S A T RT E R T S RE E S O S N T P S S D ST H V R S O D M R W S T A A D Y A L A U E W L R J R A ID O T E V U A O R A L D S R N N A G V R B C E H U D O R E E P W E S E E R E P L R G T S L A E O D PAT E E I A Y TE L N C R M I D C A W R D G SO R IE S H R R V N S S N V V A A A T R T IL R S S VI E E G E O O E L T R D ^ E E O T R B S C N T R IE W M L T V N O V S M S E I T T A D A S T N R T R A T S L T S N A E F IN A W H S Y D G E B L A I R R S L O T T N E E A A U D I P T ST B E T E A O W N H D R M K E O N E E R K T S A D R L A O N R V C L S D E K E P E D A E A I P E H J N H U S W O P E D A O G H B P Y G R E T E D B T A E V L M T N E P U B W L V R E E V S T R E L L A L E D V E I R T A D R A

C B D D V C A S S S R O V R S H Y

L H E N T Y S R . E E S I C D A E N C T L F R I R V H A E I A G R A L D N R I R N ST T IC P RET L O N L RE H W O F O I R ALL BLV R E E T A D S L N C A D S Y E S R V U J A A T L O E S D A A V I M D C T V S B C I E V ESPA E K S S I IAN Y A N A E ST S R E S L E A T N O D V IDGE CITY AVE V O B R D I B N R I I E R A S A G S R T L D E R N N A O E D Y VE A E A E A ES V R O L R R A ARL V A R F T . CH E N R S B E L D L E H M F Y T E A M

H B C E H C E S P A Y J W N R A R E T K T I Y M H R Y W K UR A R A B V O T Y LV E P N T S N D L INE S R E GA T P E MA H 1S T W G D R D L H S BE I E RKLEY DR T Y N V D ST H HECTOR AVE N A AS S T E E L L L R M PITOU 4 R L CHOU T A L B L D T S H E L O 1 L T E O D K R I N U D I L E E S A P M G A N L N E A O T S U C E STUMPF BLVD L L U E B L E T E G B V S D L V V D

I V R Travel time to destination A H T D L 1 L E 1 L T B I S R E

A D M T V S E N I S N I A L D H

E 8T T L

Y V E T U transit walking L L T

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M T H S A Y R 7T W A N R J R D D A H V R D L 0 - 15 minutes E Y V A B A T L R E T AP D N N T T A O LC O A RE O T U LE BLVD B D N G NICOL O L C V E D I V

L B V W B L

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E H

A D V LAPALCO BLVD N i L 46 - 60 minutes B A L V L DATA: RTA, JET, SBURT;E SPRING 2019 . ANALYSIS VIA NORPC . A ± W T DR POS

The map above shows an estimate of how many areas of Orleans and Jefferson Parish are accessible by transit + walking from the core of the CBD within 60 minutes on a typical weekday. The current system is set up so that most bus in streetcar lines serve the CBD, so access to downtown is (relatively) strong compared to many parts of Orleans and Jefferson Parishes. Nevertheless, few residents of New Orleans East or the East Bank of Jefferson Parish have all-day access to the CBD.

1.21 Key Concepts and Choices

Figure 10 - Transit + Walking Access from Lakeside Shopping Center (Spring 2019)

JO D E V YE L N B NI BL S VD M

A I R D D L ORE L H V ES I K L LA

B Travel Time fromW Lakeside Shopping Center Y D R R A EE D V W LE

E A VINTAGE DR DR S L V I E INTAGE N D U R UM O Spring 2019, weekdays at noon AL A D Y DR C V N O R IMO L RE D S C L ESHO N C AK O B O W L LE

E N U I G L S A S T R F E O P . E R A BLVD T E V A LE O N R T E S O ROBER A A N S D N W B V N LV E LEE BL H D D BERT D RO T E K C R D R R H L V ROBER T O I E C L LEE B BLVD N O L B N

V A N L Y

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A A E B ST R R V A C R R A H T T E D I L E I M W L E R SP LAN S O S I ADE AV N E E S D S A A N P U N A T 3 N V 2ND R D D S R T I V E L D O O E V R A S E E S MOR R V V B IL V E F B V C O A S C L I L A R E S O B D C B D

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O R O L 1 T E - P B D I S R W I NA I POLEON AVE A P V D A I-610 S BLV P D E D IN I V IGG T H V L S D L S B T S A T Y S I A B L I R S L S V R I A L S T A S I L I N S D A I N O E I N DESAIX BLVD G M N S U D CAMP M E HOR ST C A R O R P O D C L D A V N R L E E T A AV E K FLORID B T I V N S T B T E T A E CITY L L PARK A . V N VE R E N B D E E V N E T T Y L A W MET R E AIRIE AV L E N S S I L AI S B R T L A IN E D I A E D O D IE R E O ST S R IR N R MIR T ETA N N O A R M V S D A I O R V L L S E A I E E M R A V L U I

E V E S T P A E L O A E L S L Y

M D E S KENN E B ER AVE E A S I R T P B P A T E N IE L N CL A N A O O A K N IB C S V N OR S O A NE M H S I E T T L R D F AVE L L L I V S E I T T U E E E F A A A A T S L L C N L V V S S D P O E S E D T E A B T R A A A M S Y N S R L S N V N M T Y T K E A T A A EARHAR E S E E I T R E R F X WY T S V T V P A T E U L E A L O C D L B A A T S N M T R S G B I A T A A L E L S T V N V D W S S IN S V E L E T T U H US B . S T A R R L C I CIT E O T R T HA S C I ERS S RT H V - U A PET RE K A 1 T P N S S 0 S IS T ST O T S N T S M S E D T R S O S A R D T A R Y A L U D W D L O E T A I 0 N R O R V 1 A V A N S R B L I- C E R O E U ST E R EARHART BLVD S A E R D S L A G D T NE C T V I S U S P S P C O S O AT A A M G N TE EA YD R A RSO R V R A G N S W H RA VIE R T E E FO A S S R O N IL E N R T ST M L V T T V N O A B A I E E E W N LV R E E K N BL D V R S O E A V S T A T T E L U O M A A L D A T OPELOU R L R L SAS AV A E O T E I S R N O R D T R GI I Y N L J R T A U UL O L A D IA T T S E M A O S T E C N T H S L T C L S E A S P O E R S H E

P K O K I E E E N E E T S L

G D S T R T N E S A B I E LAM O L N D Y T ARQUE V V ST

R LI A D E V N B E A E S E W H

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V S A D A K L M W F A A T B A V E L C L A V A D O E M N I L D R C R S T R B H I E A O T S D V I R S I Y E T S N I R . P A N V R S G I C G T D

R H E M Y O T T R S Y A F T M E R L R O R FRE A A F R E L N C D A O A L R E E CE S J S C S D N D T R A B E A E L I V O V I A L S D V J V H I E E A L

S U O S A D R C E I B N S K V N I I S L R E A O RIDGE CITY AVE O S B V N S N T

A R A Trave l time to destination A H E D Y E VE A V A F ES A T V L E A V CHAR V M E F T . L S L A R E E T I L R B S D C J E T Y R U O R Y L EA P L E T R transit walkingN K I S S W N N N V U S I E T Y O T E N H O H R S E S T P E S E K A 1

V

E V

S N L T A I A S R

G Y D 0 - 15 miHnutes T R AM M T T D BIN AS ST S 4 E O UL H A ST E UPITO T O N L L R TCH S N 1 G T L I I O E D I

R T N I D H P R E Y W A W N L W C E X L T 16 - 30 minute E s U STU G K MPF BLVD B ST N BA E TH ST V 11 E A E W D

E M V V L I A L A 31 - 45 minutes T N B

M S Y

E H E E D T A N S A V N V I H T N T A L E 8 T T L A T I B P L E A A T LC K H E O N R I B H i G W L V 46 - 6B0 minutes G M D R L I

A D V R J D

DATA: RTA, JET, SBURT; SPRING 2019Y . ANALYSIS VIA NORPC . W ± R TH ST 7 O T C I V

The map above shows daytime access to Lakeside Shopping Center, which forms part of the “Metairie CBD” employment cluster along Causeway Blvd. The Metairie CBD and Elmwood are (respectively) the second and third largest job centers in the region, but fewer residents have fast all-day access to these jobs.

New Links System Analysis Report, Vol. I - Regional Service Profile Figure 11 - Transit + Walking Access from Algiers Regional Library (Spring 2019)

0 1 - VD I P I BL R -610 S D N A IGGI D T H V R T L I S

I S S B N S

L S T O A A S S A C O DESAIX BLVD V I R E N R M U

A A A O V C L M L

A Travel Time from Algiers Regional LibraryE

S V

T A CIT . Y PARK B AVE R E E R T N Spring 2019, weekdays at noon S B A T D I A T S R E R F IRIE IRO ST S LO A N N M N T E R ME V D IDA I O A R A L I VE L A S E M I S V T A L E E U S V E E P S A D E L A O T V

T Y L L A M . N S T B E B E S I A S T P A B P E A N T E N IE L R N I O A K N A N E CL F O N A C S N AI F L V B S V O O H S A A R E I F N T T L R D A E M A L A P L R I V S C T U E EA E E E L A D N U A L L N I T O V V E S D A B E T E A L A A V S V S K T S N V A T E S T K E N A S S E A Y V N P S V I A A T R T T L E O R I C F F S I R E T L C E L A A I CL F IA T IN N B AU E V G P S S E A A DE A T A D T AV P S R L N S E C N S S IN S U T A T T T S . ID O L S T CH LT O T R RS ST AR R N I U A ETE TR E O L -1 T P N P ES W 0 IS T ST T E O S E L R S M S N A T V R D S T A E A R A A S R U C C H O E T E R 0 N L S I V 1 A E E N B L - C V I H V W G S A E CH E A A A JU T G D RT D T RE M G W N O S S S E E PA ST L G O N P TT P E T O G N ER L ER N E Y SO I IE L A D R A N E L A R R AV G ST ST H A IE R V D O F V A S R R R O R S S O O N E T T M E R T T V C G A B R EN E S A IN E C LV I D IE E E R V SA S S BL D NCTUARY DR N R T R E V F D A A P M T E E U A V O M T A

A L D A T OP E T R ELOUSA T R H R L S L A AVE B S T S S E I S N R S W N O T Y D G I T S E O I L N L Y J R U T T A A U L OD K IA T L B N M T S E E A O ST T I R A N H S W T L A S N C L E R P P A R E S D O S R H E I P R D A O K E H I E E S N E E W M O L G D Y L T N T R E M B I S A E LAM L N B O AR T Q V UE ST P R D E

N A D E S H D

V G

V S A V R L W F A M L A T V

B E D B

A L A E M

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V L N Y A I A D S N I S P A A R P R S D V

T I . G T G S L E I M Y C T I B R H ST S H F RET O E A R FR A S M L A F O WA L E N C R LL B R A D LV E CE S D D L N A H J R ST E N A B V P C S E L L D

V R P A O S A L B A U V E J V V A T L L T U VE D O S T A P E L A D SI E E B C L AN I B ST R E Y S K B S N A O D I S L A A A N O O E W T N D K D I N S V S R

L R A R A A H E N E O A V A D Y F E G V O V E ES A V M H RL L E A F T . CHA N S T A E L E T I E E

L E R J S A T B C E M U O B A L L E A C M Y A L E N H A E K R Y R I S R T S R HU ER V S M D R N U A T A R BL V T E V E H O ^Y E D S D R E N A H S T E S V H D E A 1 S I L V S A W L A N T P T A Y O B X ER S T KLEY DR H BER B Y E KLE E H N Y T T H DR R T E T G LAS S S 4 E E ITOU G N

P L U T I N TCHO S N E A L

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H L U D W H S O DE H

W L W Y M GA XW E U Y E STUMPF BL S LL E K VD B E ST D J AN LV R U TH B D D 1 T G 1 S Y D E E E

V

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D 7TH ST Y E M R T A R D E D N V T R H L A R B D V A A

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W B L V V T L D S B R D E WICHERS

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B Travel time to destination A L V L D L

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L

D V BLV LCO D transit walking LAPA

LVD O B ALC 0 - 15 minutes LAP

A A M R VD D L L ST E E S B O IN P X S S 16 - 30 minutes U CO K B O L

V R D D N O E M S BLVD A HARVEY A T K R M N 31 - 45 minutes E 1 H D E B D R R E L A M E V A N NN D U D A R V i E 46 - 60 minutes ± DATA: RTA, JET, SBURT; SPRING 2019 . ANALYSIS VIA NORPC .

The map above shows daytime access from Algiers (at Gen. de Gaulle Dr. and Holiday Dr.) within 60 minutes on a typical weekday. Because there are limited connections between the Orleans and Jefferson Parish transit systems on the West Bank, Algiers residents have limited access to destinations in Gretna and other parts of the West Bank of Jefferson Parish.

1.23 Key Concepts and Choices

Frequency

Frequency refers to how often transit service comes – in rider terms, the time until the next bus arrives .

Although many factors affect how useful transit is to riders, including service speeds, reliability, route design, and coverage, frequency is the most important, and has a close relationship with how many people use transit service . The idea of frequency doesn’t really have an equivalent for driving, biking, or walking trips, and it may be counterintuitive to non-transit riders why frequency is so important .

However, the reason is fairly simple: wait times are part of a bus rider’s trip, too - often the biggest part .

Consider the example of a rider taking the bus to and from work . The actual bus trip Figure 12 - Travel Time Example - 60 minute frequency takes 25 minutes, and the bus stops at their work place once an hour, on the hour . They are responsible for closing up shop, so that worker leaves for home a few minutes after 5:00pm . This trip is shown in the “60 minute frequency” diagram on the right .

Figure 13 - Travel Time Example - 30 minute frequency

New Links System Analysis Report, Vol. I - Regional Service Profile In this scenario, that worker has pretty bad luck: they get to the stop right after the bus leaves, and the next bus doesn’t come until 6:00pm . That person’s actual trip home takes well over an hour, even though they only spend 25 minutes on the bus .

For certain types of trips (such as shopping), frequency matters a bit less, because riders can time their trips around when service is available . However, for any trip that requires a rider to arrive or leave at a certain time, frequency matters a lot .2

The remaining three diagrams show the same example trip as described above, but with service coming every 30, 20 and 15 minutes hourly, which change the worker’s travel time dramatically, with the last example cutting the trip to a much Figure 14 - Travel Time Example - 20 minute frequency more tolerable 35 minutes . The generalized relationship between travel times and frequency is shown on the next page .

Travel time example minute freuency 10 minute wait + 25 minute ride 35 minute trip

5:00PM 5:05PM 5:15PM 10 min 5:25PM 5:30PM 25 min 5:40PM 5:40PM 5:45PM 5:55PM 6:00PM 6:10PM

6:25PM

Figure 15 - Travel Time Example - 15 minute frequency

2 When thinking about this example, it helps to imagine not just the wait time but the actual experience of waiting at a bus stop: a significant number of stops in Orleans and Jefferson parish lack shelters, seating, or lighting for riders.

1.25 Key Concepts and Choices

As a practical matter, bus riders are unlikely to to wait an hour for the bus every day if they have other travel options, which is one of the major reasons that the frequency is closely associated with productivity: how many passengers use service relative to how much service costs to run .

Frequency also offers other benefits to riders:

• Resiliency: frequent bus services are more resilient to disruption and delays than low-frequency services, because if one bus breaks down or is late, riders can reasonably expect the next bus to be there soon . Likewise, riders are less at risk of missing a connection when transferring between two high- frequency services, because they Figure 16 - Wait times by service frequency have the option of catching the next bus . For this reason, traditional measures of reliability are less important when service runs frequently enough . • Flexibility: frequent service throughout the day offer riders the flexibility of traveling when they need to, rather than planning their trips around a timetable. This added flexibility generates additional ridership, as people will take bus trips they might otherwise have not . As service becomes more frequent, timetables themselves become less important if riders can expect a bus to arrive after a short wait, which is why some transit agencies don’t produce traditional timetables at all for high-frequency service .3 • Easier transfers: for trips requiring transfers, the relationship between frequency and trip times is even stronger, because riders must repeat the wait cycle each time they board another bus .

A number of studies by individual transit agencies have shown a strong cause-and-effect relationship between increased frequency and higher ridership,4 which is one of the reasons that many recent bus network redesigns projects, such as those in Houston, TX; Columbus, OH; and Richmond, VA have made increasing the number of high-frequency lines a core focus .

Many agencies now define and map “high-frequency networks” of bus service, and the RTA has committed in its 2018 Strategic Mobility Plan to creating a branded network of frequent routes by 2022 .

3 Including the RTA, which prints frequencies instead of timetables for maps of the streetcar system . 4 See, for example, a 2017 Transit Ridership Growth Study by the Chicago Metropolican Agency for Planning evaluating changes to Chicago-area transit service: https://www.cmap.illinois.gov/documents/10180/0/Transit+Ridership+Growth+Study_final.pdf, and a 2017 Utah Department of Transportation study of 157 transit systems in the US on the relative importance of Coverage vs . Frequency: http://mrc .cap . utah .edu/wp-content/uploads/sites/8/2015/12/Coverage-vs-Frequency .pdf

New Links System Analysis Report, Vol. I - Regional Service Profile What counts as frequent service?

There is no specific, empirical threshold at which service becomes frequent, and transit agencies creating high-frequency networks have different standards for measuring frequency, but a common definition is “service that comes at least every 15 minutes throughout the day ”. This is the definition of “frequent service” used in both the RTA’s Strategic Mobility Plan and the New Links System Report .

Do RTA and JET riders care about frequency?

Yes . Both riders and non-riders have consistently highlighted frequency as a major priority during both the RTA and JET strategic planning processes, and in the community outreach that the New Links team has done for this project .

As part of the RTA’s 2018 Strategic Mobility Plan, riders were asked what strategies the RTA should prioritize for improving service, with both riders and non-riders picking “fast, frequent service” as a top preference. The final SMP, which the RTA board adopted in 2017, emphasizes the importance of improving frequency to the RTA’s service improvement plans over the next few years .

During the first phase of New Links outreach (in the summer of 2019), riders were asked to prioritize several different potential service improvements, with frequency highlighted it was the top choice of both riders and non-riders .

The city of Houston redesigned its bus network with an emphasis on increasing the number of frequent, all-day routes, shown in red. By doing so, Houston was able to increase ridership by reallocating its existing resources.

1.27 Key Concepts and Choices

Span Speed

Span refers to when service is running . Late-night and Speed is important for quality transit service, although weekend service, when scheduled properly, is relatively for different reasons than speed is important when cheap to run for a transit agency . Because there is traveling by car . little traffic and fewer riders, buses can travel faster, so agencies don’t need to run as many buses to keep Speed plays a role in how fast people get to their service running at a given frequency . Late night service destination but is typically less important than also builds daytime ridership by giving workers the frequency to a person’s overall trip time . However, flexibility of changing their hours, and accommodating speed has other important effects on the success of a the schedules second-shift workers who need a means transit system . to get home late in the evening . Corridor speeds and congestion have significant Do RTA and JET riders care about span? effects on how often buses are on time, and low-speed corridors can prevent agencies from running reliable Improving late night and weekend service is particularly service . Speed also relates to the amount of service important to Jefferson Parish transit riders, who listed agencies can run . Because agencies pay for the time it as their highest priority during outreach for the 2019 it takes to run service, increased bus speeds directly JET strategic plan . translate to savings for an agency . On corridors with high enough service frequencies, increasing service This makes sense: while the RTA currently runs a speeds allows agencies to provide the same level of significant amount of late-night service and most routes service with a smaller number of buses, potentially run at seven days a week, Jefferson transit routes stop allowing them to add service elsewhere . Unlike most running earlier, and only four of JET’s 12 bus lines run other improvements to transit – which require more seven days a week . resources – speed allows transit agencies to save money . RTA riders - particularly in New Orleans East and Algiers - have also asked the RTA to improve late night service options, and the RTA has committed to exploring late night service options in the SMP .

New Links System Analysis Report, Vol. I - Regional Service Profile Better service for the same budget:

Transit can potentially serve many functions, and Scheduling decisions about where to put service and how much service to run require communities to make decisions Incorporating best practices into scheduling is an about what purposes transit should serve . However, important tool for increasing the convenience of transit, there are a number of “best practices” strategies particularly on low-frequency bus networks. Effective available to transit planners to make service more scheduling can be used to create opportunities for efficient and improve the rider experience that can timed transfers between different bus lines, where buses potentially be applied to a wide range of transit system are scheduled to connect at the same location for a few minutes so that passengers can transfer from one bus Route design (directness and linearity) to another .

Route design refers to the actual structure of bus and Clockface frequency (or clockface headways) refers to streetcar lines . Ideally, bus routes would be designed the practice of scheduling buses so that they arrive at to be as linear as possible: that is, they would travel in the same time every hour (every 5, 10, 15, 20, 30 or 60 straight lines from destination to destination, much as a minutes). Clockface headways serve two purposes: first, person would do making a trip by car . they make transit more legible and easier to remember for riders . If a bus is arriving at the same time every When a bus route makes a detour from a linear path to hour, riders do not need to consult a timetable every serve a particular destination, it is making a deviation . time they are going to make a trip . Second, clockface Deviations are inconvenient for any riders traveling on headways make scheduling timed transfers easier, the straight path, because the deviation is adding travel by making it possible to arrange for multiple lines to time to their trip . connect to the same location every hour .

In practice, the directness of routes is determined in large part by land use, road network factors, and whether key destinations are a reasonable walking distance from a corridor being served by transit . In some cases, the importance of a destination outweighs the inconvenience added to other trips by serving it . All other things being equal, however, more linear routes are more likely to generate greater ridership .

1.29 Key Concepts and Choices

Layover Transfer window

Figure 17 - Transfer Diagram: 108 Algiers Local Figure 18 - Transfer Diagram: E1 Veterans to to Algiers Point Ferry 47 Canal Streetcar

Transfer Transfer 1 (Ferry) 108 Window E1 47 Window

6:00am- 6:00am- 6:14am 6:14am

6:15am- 6:15am- 6:29am 6:29am

6:30am- 6:30am- 6:44am 6:44am

6:45am- 6:45am- 6:59am 6:59am

7:00am- 7:00am- 7:14am 7:14am

7:15am- 7:15am- 7:29am 7:29am

7:30am- 7:30am- 7:44am 7:44am

7:45am- 7:45am- 7:59am 7:59am

8:00am- 8:00am- 8:14am 8:14am

8:15am- 8:15am- 8:29am 8:29am

8:30am- 8:30am- 8:44am 8:44am

8:45am- 8:45am- 8:59am 8:59am

The Canal-Algiers Ferry and 108 Algiers Local bus connect at the Algiers Point ferry terminal. They are scheduled to create a timed transfer opportunity for riders every hour, shown on the left.

The 47 Canal Streetcar and E1 Veterans Bus connect at Cemeteries Transit Center, shown on the right. Because the schedules for these two lines are not coordinated, this connection is not timed to allow riders to transfer between the two lines.

New Links System Analysis Report, Vol. I - Regional Service Profile Transfers Timed transfers rely on smart, efficient, and coordinated scheduling. A significant disadvantage of timed transfers Building bus networks around transfer hubs make is that they depend on consistent, reliable service . Late service more efficient, because it’s more effective to buses cause time to transfer networks to break down, connect many services to a central location than to run sometimes catastrophically, if a rider misses a transfer individual bus lines to every key destination . This works window and has 30 or 60 minutes added to their trip . in the same way as most passenger airlines structure For this reason, reliability is particularly important for their service: rather than run nonstop flights to each low-frequency transit networks . city, airlines connect most cities to a central hub from which passengers transfer to complete their trip . An alternative approach is to run lines frequently enough that wait times for buses are always short . It is important to recognize that each transfer adds When service comes frequently enough, scheduling some level of inconvenience to a rider’s trip: airlines timed transfers is less necessary, because riders will realize that given the choice, most people would prefer have a short wait regardless . to have a direct flight then make a transfer, which is why they price their services accordingly: nonstop flights more convenient, but flights with a layover are generally cheaper . Unfortunately, the fare structures for transit have historically been set up the opposite way: many US transit agencies, including the RTA and JET, add a surcharge to passenger trips involving a transfer .

Riders are typically much more willing to make transfers when timetables are set up so that transferring is convenient and wait times are short .

One way of doing this is by scheduling service so that different lines connect at the same place at the same time, allowing riders to transfer conveniently from each line to the other . When many lines come together to create a timed connection at one location (often downtown), it’s called a pulse .

1.31 This page intentionally left blank . System Analysis System Analysis

Overview Transit and the built environment

This chapter focuses on the key features and Street network characteristics performance of the existing transit network – specifically, the operations of: Land use and transit propensity are the focus of a separate report but understanding the structure of • The Regional Transit Authority (RTA), which the street network is important for understanding operates 40+ bus, streetcar and ferry routes how people access transit, and some of transportation primarily in New Orleans and the City of Kenner, geography factors that influence the design of the and: network . Key points: • Jefferson Transit, (JET) which operates 11 bus • The core of New Orleans has a very well- routes in Jefferson Parish, and developed street grid, which means walkability • St . Bernard Urban Rapid Transit (SBURT), which is strong in much of the city . The grid follows operates a single bus route in St . Bernard Parish the river, which gives the network some that connects to RTA service in Arabi . radial characteristics: many roads running perpendicular to the Mississippi River will This chapter will include information both about eventually meet . the overall system, and route-by-route comparisons between RTA and JET Bus and Streetcar routes . Due to • Areas of metro New Orleans developed from their unique operating characteristics, the Algiers Ferry the early 1900s onwards – Lakeview, Lake Shore, and SBURT are addressed in a separate section of this Pontchartrain Park, New Orleans East, much report . of Algiers, most of Jefferson Parish – have a significantly less-developed street grid – network connectivity is poorer and it’s harder to walk places . • Of unique importance in the New Orleans region – there are many uncovered drainage canals that are barriers to pedestrian access . These are frequent in Jefferson Parish, Algiers and New Orleans East . Some of these canals run adjacent to or in the medians of key corridors such as Morrison Blvd . and Veterans, creating barriers to walkability on those corridors .

Geographic bottlenecks

The Mississippi river and the region’s three largest canals (the Industrial Canal, Intracoastal Waterway, and Harvey Canal) have a significant role in shaping the transit geography of New Orleans, which is why planners and stakeholders often speak of New Orleans East, the Lower 9th Ward (along with St . Bernard Parish), and the West Bank as being high-priority markets for better transit service .

New Links System Analysis Report, Vol. I - Regional Service Profile Figure 19 - Key transit geographies in Greater New Orleans

1.35 System Analysis

Figure 20 - Existing Transit Network, March 2019

P aris R Service Frequency, March 2019 d Weekdays at Noon Little Woods

P 65 aris R d 60 d 64 Morrison R

Bullard A

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D a

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r D 10 Simon d University of n C. d o d Le Downman R v New Orleans 62 l ake Forest Blv 94 B L New Orleans

s East Hospital m Old Gentilly R a

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Lakeview S r Congress Dr

a 201 t W. E . n splanad e Ave A

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n 55 lv v 90 d B R y e ob e ve v ert E. Le

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n 57

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s ial i Harrison Ave emor L Veterans M E1 Metairie

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d 94 r

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y Dillard E a B l Napoleon A University y t s w ve. s Chickasaw S

i e

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W l Louis Armstrong New Orleans 610 d 65 s

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A International Airport v l 90 v

B e 64

l E8 a Delgado n Desaix Blvd

a Community t

C 62 E4 College Rd ie ir a t Esplanade A ouisa S e ve L E5 M T ve Airli 48 ne H wy ve Florida A E2 47 N Galvez S Je e N Broad A ve rson t 84 Hwy 61 S Carrollton A Mid-City 91 t 32 Canal S E2 61 Airline Dr t Earhart Expy 48 80 Mazant S e ve N Claiborne A v A E3 t Tulane A 47 94 49 ve St. Claude A rice ve ve Xavier 88 au Citrus Blvd Monroe S St. Claude A M University Claiborne A . N t 39 5 ve S Edwards A Ochsner Medical Center 90 E3 Nunez W 2 J Community Elmwood ve udge 90 P College ve t erez D 10 101 St. Bernard r S Broad A Parish Hospital Martin L See inset map eonidas S L 90 uther King Jr Blvd for Downtown & W N ashington A P S S eter Huey P French Quarter C s l S a 28 108 t i Chalmette W10 b 102 . L o ong Bridge Carrollton r ne ve Tulane A v16 University e Pontchartrain Expy P General Meyer A

12 a 108

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27 B

Loyola W2 l W8 v ve University ve W3 d 32 15 114 115

t Loyola A 12 r

Napoleon A L

S ouisiana A D t. Bridge City A Ch 115 y ar a

le d s i A Gretna l Broadway S 102

ve ve Garden 91 114 o Algiers H ve ve MacArthu Meraux District r Blv Mag d azine St t s S S a tumpf r toul 114 108 r 11 pi D u T General De Gaulle Dr D ho c d t T B n

as a to Violet, Poydras Westwego l lv t E d d

10 W6 o Berkley Dr (see inset) 115 o

W 115

ouisiana S L 114 W1 114

estbank Expy vondale Garden W A Tullis Dr Terrytown y

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1 B W3 20 Minutes or less Ames Blvd a

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t

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l 1 v 30 Minutes or less d Violet 1 31 Minutes or more T Transfer Facility End of Route One Way Route 0 2 4 Miles ¯ Poydras

New Links System Analysis Report, Vol. I - Regional Service Profile P aris R

d The Network Service Frequency, March 2019 Weekdays at Noon The existing network is shown on the left . Lines are Little Woods color-coded using the following color scheme:

P 65 aris R d 60 d 64 Morrison R How long until the next bus comes? Bullard A

W Crowder Blvd

L . E

oy 65 L

. . ve

o

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l D

a a 15 minutes or fewer

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r D a a 60 64 r r D 10 Simon d University of n C. d o d Le Downman R v New Orleans 62 16-20 minutes l ake Forest Blv 94 B L New Orleans s East Hospital m Old Gentilly R a i l SUNO l i

d New Orleans East W

F 21-30 minutes

Lakeview S r Congress Dr a 201 t W. E . n splanad e Ave A k P

n l aris A i

45 t n

h

60 A d o n 55 lv v 90 d B R y e 31 minutes or more ob e ve v ert E. Le

W. Esplanade A l ve A d. Kenner B

v 32nd St v l e n

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B

Chef Menteur Hwy a l r Press Dr

t General Hospital a r 52 80 n 57

a t a

31st S h

C

c

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s ial i Harrison Ave emor L Veterans M E1 Metairie e

d 94 r d S 90

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F v 10 l Regional service in New Orleans is highly radial . 37 of

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l a i i 51 RTA and JET routes connect to downtown, and More

C e

W l Louis Armstrong New Orleans 610 d 65 s

d

A International Airport v l 90 v

B e 64 l than 80 percent of RTA and JET trips (1,258/1541) run E8 a Delgado n Desaix Blvd

a Community t E4 C 62 Rd College e ri through downtown . i a t Esplanade A ouisa S e ve L E5 M T ve Airli 48 ne H wy ve Florida A E2 47 N Galvez S Je e N Broad A ve rson t 84 Hwy 61 S Carrollton A Mid-City 91 t Key services in the system include: 32 Canal S E2 61 Airline Dr t Earhart Expy 48 80 Mazant S e ve N Claiborne A v A E3 t Tulane A 47 94 49 ve St. Claude A rice ve ve Xavier 88 au Routes 47 and 48, the Canal Streetcar, connect Mid Citrus Blvd Monroe S St. Claude A M University Claiborne A . N t 39 5 ve S Edwards A Ochsner Medical Center 90 City residents to downtown via Canal St . . Route 47 E3 Nunez W ve 2 Ju Community Elmwood dge College 90 Perez D ve t travels the entire length of Canal St . between City Park 10 101 St. Bernard r S Broad A Parish Hospital Martin L See inset map eonidas S L 90 uther King Jr Blvd for Downtown & Ave . and the Mississippi River, connecting to other RTA W N ashington A P S S eter Huey P French Quarter C s l S a 28 108 t i Chalmette W10 b 102 and JET routes at Cemeteries Transit Center . Route 48, . L o ong Bridge Carrollton r ne ve Tulane A v16 University e Pontchartrain Expy P General Meyer A

12 a 108

Harahan c the Carrollton branch, connects to City Park Ave . at

e

27 B

Loyola W2 l W8 v ve University ve W3 d 32 15 114 115 Esplanade Ave . via S . Carrollton Ave . Taken together,

t Loyola A 12 r

Napoleon A L

S ouisiana A D t. Bridge City A Ch 115 y ar a le d the 47 and 48 have the highest weekday ridership of s i A Gretna l Broadway S 102

ve ve Garden 91 114 o Algiers H ve ve MacArthu Meraux District r Blv any RTA route . Mag d azine St t s S S a tumpf r toul 114 108 r 11 pi D u T General De Gaulle Dr D ho c d t T B n as a to Violet, Poydras Westwego l lv t E d d

10 W6 o Berkley Dr (see inset) 115 o W 115 Route 12, the St . Charles Streetcar, is the RTA's highest ouisiana S L 114 W1 114 frequency and second highest-ridership ridership estbank Expy vondale Garden W A Tullis Dr Terrytown y route . The St . Charles Streetcar connects uptown

w

k

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y r to Chalmette

r e neighborhoods to the CBD via St . Charles Ave ., and Westbank Expy T Harvey Manhattan Blvd it connects to additional RTA and JET services at T B

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Medical Center h

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a

n its outbound terminus at S . Carrollton Ave . and S .

Lapalco Blvd W8 A v Meraux Time between buses e Claiborne Ave . W2 S 1 15 Minutes or fewer Marrero Lapalco Blvd

1 B W3 Route 94, the Broad bus, which serves the New Orleans 20 Minutes or less Ames Blvd a

r

a

t

a

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B East, Gentilly, Mid City, and Broadmoor neighborhoods,

l 1 v 30 Minutes or less d Violet 1 31 Minutes or more Route 39, the Tulane bus, which serves residential areas T Transfer Facility of S . Carrollton as well as the CBD, and connects to End of Route medical hubs at University Medical Center and Ochsner One Way Route Medical Center, 0 2 4 Miles ¯ Poydras Route 88, the St . Claude bus, which connects the Lower 9th Ward and Bywater neighborhoods to downtown,

1.37 System Analysis

Service Frequency, March 2019

Weekdays 9:00 AM - 12:00 PM t

S 91

t r

O a rleans Ave p

m

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32 N 88

65 Algiers Ferry 64 S Terminal aint Lou is St 62 49 t 108 S 52 80 r

u t Sain a 57 t Louis c 51 52 St e

D 51 48 47

80 N

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Elk & Rampart t 65 88 Transfer Hub Canal S 47 48 91 t 5 64 C 62 Tulane Medical anal St 55 Center T

101 Tulane Ave Canal Ferry 57 80 102 Terminal 39 E2 84 16 28 11 49 W2 12 W8 E2 15 15 W3 t 10 84 dras S Poy 114 E2 115 C 16 o n 114 W3 v W2 e W8 10 n t 115 io n City Hall C e Poydras St n 84 t 16 d st e 114 Giro S r P B e l 115 C T v S M c t d a e h R O r a r on o s a g ’ u S m K C a p t e de B zi am i W8 Ernest Morial p e a t n a f o r l S e e Superdome 49 r o e u W2 Convention Center a p t t l A n i S a S S n n S W3 v t s t t t t e e S

28 C t S h L t o a 10 y 15 r l o e l 91 s St a A 91 A Girod v v e e W3 101 Legend 11 W8 1 0 - 15 Minutes 102 W2 1 16 - 25 Minutes 1 Union Passenger How 26 - 35 Minutes Terminal ard Ave 1 36+ Minutes T T Transfer Facility W2 End of Route 115 114 W8 102 101 W3 One Way Route 91 0 0.25 0.5 Miles 15 A ¯ n Erato St M n Figure 21 - Existing Transit Network (Downtown routes), March 2019

New Links System Analysis Report, Vol. I - Regional Service Profile Downtown Service

Route 62, the Morrison express, connecting the This map shows downtown service as of March 2019 . residential Morrison Blvd corridor of New Orleans East to downtown via I-10, Prior to October 2019, the core transfer hub for most RTA and JET services was the complex of stops between Routes 114/115, the General de Gaulle bus, which serve Canal St . and Tulane Ave . on Loyola Ave /Elk. Place and the Aurora Gardens and Garden Oaks neighborhoods Rampart St . Not all services connected here, and lines of Algiers, and connect to downtown via the Crescent 5, 10, 11, 16, and 55 connect to the Canal streetcar at a City Connection, cluster of stops near Canal St . and Magazine St .

Route E1, the Veterans bus, which has the highest The St. Charles Streetcar runs in mixed traffic past ridership of any Jefferson Transit route. The E1 serves Howard Ave ,. inbound on Carondelet St . and outbound the Veterans corridor in Metairie and connects to the on St . Charles Ave . . These corridors are frequently Canal streetcar at Cemeteries Transit Center, congested and the streetcar is often delayed on these segments . Route 91, the Jackson-Esplanade bus, serving residents of Mid City, Treme and the Lower Garden District, and The “100” numbered routes and “W” routes provide connecting to Downtown, Delgado Community College, service to the West Bank via the Crescent City and Cemeteries Transit Center . Connection bridge crossing the Mississippi River . These routes use the reversible high-occupancy vehicle (HOV) The lines above account for more than 60% of the lanes crossing the river and have slightly different system’s weekday ridership as of March 2019 . morning and evening alignments downtown .

The RTA runs two peak-only routes (lines 202 and 106), The ferry provides an alternative connection to the and two owl routes (lines 63 and 100), and JET runs one West Bank via Algiers Point . Sunday-only service, the Westbank Sunday Loop, which are not shown on this map . The 2-Riverfront Streetcar, which typically runs adjacent to the Mississippi River, was suspended as of March 2019 due to construction Immediately south of the Canal St . ferry terminal . The French Quarter portion of this route was instead serviced by the 47/48 Canal Streetcar .

1.39 System Analysis

Service Frequency, March 2020

t

S Post Hard Rock Hotel Collapse t r

O a rleans Weekdays 9:00 AM A-v e12:00 PM p

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32 N

57 65 64 Algiers Ferry 62 Terminal Saint L 88 ouis St 91 t 108 51 S 2 52 52 80 r

u t Sain a t Louis c 51 32 St e 91 D 88 Street 57 91 Closure 88

80 Zone N

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S 32 Hard Rock t C analE1 St 47 48 80 47 46 Hotel Site 5

C Tulane Medical anal St 55 Center 2

Tulane Ave 46 Canal Ferry Terminal 16 E2 84 39 46 52 91 11 47 88 101 12 51 32 102 65 80 57 114 115 St 10 64 E2 ydras E1 115 114 Po 62 39 62 88 102 52 T 64 65 C 47 101 16 o 51 88 84 28 n v 15 E1 E1 e 39 W3 W8 10 n 15 W2 t io 32 28 46 W8 n City Hall 91 C E2 e Poydras St W2 n t E1 16 84 d st e Giro S r W3 P B e l C T v S M c t d a e h R O r a r on o s a g ’ u S Duncan Plaza m K 47 C a p t e de B zi am i Ernest Morial p 15 e a t n o Transfer Hub a f r l 28 S e e Superdome 47 r o e u Convention Center a p t t l 91 A n i S a S S n n S W2 v t s 28 t t t t 115 e e S

C t S 91 W3 h L 114 t o a 10 y W8 r l o 102 e

l s St a A 101 101 A Girod v v 102 e Legend e 114 15 11 1 0 - 15 Minutes 115 1 16 - 25 Minutes 47 1 Union Passenger How 26 - 35 Minutes Terminal ard Ave 1 36+ Minutes T T Transfer Facility W2 End of Route 115 114 W8 102 101 W3 One Way Route 0 0.25 0.5 Miles A ¯ n Erato St M n Figure 22 - Existing Transit Network (Downtown routes), March 2020

New Links System Analysis Report, Vol. I - Regional Service Profile Downtown Service - March 2020 Updates

Since March 2019, there have been enormous changes to the configuration of downtown services due to the to the collapse of the under-construction Hard Rock Hotel at Canal St . and N . Rampart St . in October 2019, directly adjacent to the Canal and Rampart Streetcar lines . The Hard Rock Hotel collapse forced the closure of the Rampart Streetcar and severed the River-bound portion of the Canal streetcar from the rest of the line . In the short-term aftermath of the collapse, the RTA relocated most services to Duncan plaza, with a longer-term plan for service at Duncan implemented in January 2020 . The RTA intends to operate at the new Duncan Plaza site indefinitely until a location has been identified for a new, permanent transit hub .

This map reflects all service changes to RTA and JET routes from 2019-2020 to the French Quarter and CBD . Most prominent are the emergency service changes due to the relocation of the main bus hub to Duncan Plaza, along with the addition of a new shuttle route the 46 Canal Bus Bridge, the partial restoration of the 2-Riverfront Streetcar as a separate service, and reduced frequency on the temporary ferries being used to operate service to Algiers Point . During the same period, Jefferson Transit made several changes to the alignments of its downtown bus routes .

1.41 System Analysis

Service Frequency and Span

Weekday Service Frequency (March 2019): JET + RTA Saturday Service Frequency (March 2019): JET + RTA Sunday Service Frequency (March 2019): JET + RTA How long until the next bus comes? |–––––––––––––AM–––––––––––––| |––––––––––––––PM–––––––––––––| |–––––––––––––AM–––––––––––––| |––––––––––––––PM–––––––––––––| |–––––––––––––AM–––––––––––––| |––––––––––––––PM–––––––––––––| 10 minutes or fewer 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 11 - 15 minutes 12 St. Charles Streetcar # ### ##1311899999999999912# 17 # ### ##1311899999999999912# 17 # ### ##1311899999999999912# 17 12 Canal Streetcar (Main) 9 11 17 15 17 9999999999999999999 91117 15 17 9999999999999999999 91117 15 17 9999999999999999999 16 - 20 minutes 47 Cemeteries 18 #### 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 #### 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 #### 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 47 48 City Park 48 25 - 30 minutes 18 # # ##18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 # # ##18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 # # ##18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 49 Rampart Streetcar # 0000# ################## # 0000# ################## # 0000# ################## 49 35 - 60 minutes 1 Algiers Ferry 000000################00 0000000000# ############# 0000000000# ###########001 4 Chalmette Ferry 000000###############000 000000###############000 000000###############0004 more than 60 minutes 5 Marigny‐Bywater 000000##############0000 000000##############0000 000000##############00005 no service 10 Tchoupitoulas 00000### # # # # # # # # # # # # # # ## 0000000################0 0000000################0 10 11 Magazine # 000##17 15 15 17############## #0000####### ##### ####### 00000####### ##### #######11 15 Freret 000000# ################0 000000################00 000000################0015 16 S. Claiborne ########## ######### ##### ######################## ########################16 The table on the right shows service spans 27 Louisiana 00000# #### # # # # ####### # ## 00000### # # # # # # # # # # # # # # ## 00000### # # # # # # # # # # # # # # ##27 28 M.L.King 00000# # # # # # # # # # # # # # # # ### 00000# # # # # # # # # # # # # # # # ### 00000# # # # # # # # # # # # # # # # ###28 and frequencies for all RTA and JET routes, 32 Leonidas‐Treme 000000# # ##### ##### #####0 0000000# ##### ##### ####00 0000000# ##### ##### ####0032 using the same color scheme as the 39 Tulane #######15 15 17 # # ### 15 15 15 15 # # ### ######################## ########################39 previous maps . 45 Lakeview 000000###############000 000000###############000 0000000############0000045 St. Bernard (Main) ###### 17 # ######17# 17 # ### ### ###### ############### ### ######################## 51 St. Bernard‐St. Anthony # 0000################### #0000################### #0000###################51 Most RTA routes run to midnight and 52 St. Bernard‐Paris ####### ######## # # ####### ######################## ########################52 55 Elysian Fields 55 many lines run 24/7 . JET spans of service ########## ####### # # # # # ## ########## ### ####### # # ## ########### ### ### ### # # ## 57 Franklin # 000# # # ###### # # ###### # # # # 000# # # # # # # # # # # # # # # # # # # # # 000# # # # # # # # # # # # # # # # # # # # 57 are shorter on weekends, and many JET 60 Hayne 00000#################00 00000#################00 00000#################0060 routes do not run on weekends or run on a 62 Morrison Express ############### ######### ###### # # # # # # # # ########## ###### # # # # # # # # ##########62 drastically reduced schedule . 63 New Orleans East Owl 00###0000000000000000000 00###0000000000000000000 00###000000000000000000063 64 Lake Forest Express ##0 ##################### ##00#################### ##00####################64 65 Read‐Crowder Express 0000#### ################ 00000# # ### ### ### ### ### # 0 00000# # ### ### ### ### ### # 0 65 The mismatched service spans between 80 Desire‐Louisa 00000################### 000000#################0 000000#################0 80 the RTA and JET create practical problems 84 Galvez ###### ### ### ### ### ### ### ###### ### ### ### ### ### ### ###### ### ### ### ### ### ### 84 for riders, as they make the system difficult 88 St. Claude #####17 # 15 15 # # # # ###1715 17 ##### ######################## ########################88 90 Carrollton 00000# #################0 00000##################0 00000##################0 90 to use for non 9-to-5 workers . Many riders 91 Jackson‐Esplanade # 0000# ################## 00000################### 00000###################91 who rely on both the RTA and JET have 94 Broad ##### 12 13 15 17#####1713 15 15 17 17 # # ## ###### # # ####15 ######### # # ###### # # ####15 ######### # # 94 difficulty make the return trip to or from 100 Algiers Loop Owl ###0000000000000000000## 0 # 00000000000000000000## ###0000000000000000000##100 101 Algiers Point 101 Jefferson Parish if they are working late. 0000###################0 0000###################0 0000###################0 102 General Meyer 0000# # #### # ### # ### ##### 0 0000# ######## # # # # # # ### # 0 0000# ######## # # # # # # ### # 0 102 106 Aurora 00000# # ##0000000####0000 106 108 Algiers Local 000000####### #######0000 0000000##0 # 0 # 0 # 0 # 0 # 00000 108 Gen. de Gaulle ######## #### ############ ###### # # ### ### ### ####### ###### # # ### ### ### ####### 114 Gen. de Gaulle‐Sullen ###### ################## ###### ################## ###### ##################114 115 Gen. de Gaulle‐Tullis 00000### #### ############ 00000### ### ### ### ####### 00000### ### ### ### #######115 201 Kenner Loop 00000# # ### ### #######0000 00000######### ######0000 000000##############0000201 202 Airport Express 000# 0 ####0000#####0 # 0000 000# 0 ####0000#####0 # 0000 000# 0 ####0000#####0 # 0000202 E1 Veterans 00000# # ###############00 000000################00 000000### # # # # # # # # #####00E1 E2 Airport 00000# #### ### #########00 000000# # ### ### ### #####00 0000000###############00E2 E3 Kenner 00000# # ###############00 00000#### # # ##### # # ####00 0000000###############00E3 E4 Metairie Road 000000#############00000 E4 E5 Causeway 000000# ############00000 0000000#############0000 E5 E8 Clearview 000000#############00000 E8 W1 Avondale 000000##############0000 0000000############00000 W1 W2 Westbank Express 00000# ################00 0000000############00000 W2 W3 Lapalco 00000#################00 0000000###############00 W3 W6 Gretna Local 00000# ############# 00000 W6 W8 Terrytown 00000# # ########## # # ####0 W8 W10 Huey P. Long 00000##############00000 0000000###############00 W10 WSL Westbank Sunday Loop 0000000# ###########00000WSL SBT St. Bernard Transit 000000############## SBT

New Links System Analysis Report, Vol. I - Regional Service Profile Weekday Service Frequency (March 2019): JET + RTA Saturday Service Frequency (March 2019): JET + RTA Sunday Service Frequency (March 2019): JET + RTA |–––––––––––––AM–––––––––––––| |––––––––––––––PM–––––––––––––| |–––––––––––––AM–––––––––––––| |––––––––––––––PM–––––––––––––| |–––––––––––––AM–––––––––––––| |––––––––––––––PM–––––––––––––| 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 1 2 3 4 5 6 7 8 9 10 11 12 St. Charles Streetcar # ### ##1311899999999999912# 17 # ### ##1311899999999999912# 17 # ### ##1311899999999999912# 17 12 Canal Streetcar (Main) 9 11 17 15 17 9999999999999999999 91117 15 17 9999999999999999999 91117 15 17 9999999999999999999 47 Cemeteries 18 #### 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 #### 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 #### 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 47 48 City Park 18 # # ##18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 # # ##18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 # # ##18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 18 48 49 Rampart Streetcar # 0000# ################## # 0000# ################## # 0000# ################## 49 1 Algiers Ferry 000000################00 0000000000# ############# 0000000000# ###########001 4 Chalmette Ferry 000000###############000 000000###############000 000000###############0004 5 Marigny‐Bywater 000000##############0000 000000##############0000 000000##############00005 10 Tchoupitoulas 00000### # # # # # # # # # # # # # # ## 0000000################0 0000000################0 10 11 Magazine # 000##17 15 15 17############## #0000####### ##### ####### 00000####### ##### #######11 15 Freret 000000# ################0 000000################00 000000################0015 16 S. Claiborne ########## ######### ##### ######################## ########################16 27 Louisiana 00000# #### # # # # ####### # ## 00000### # # # # # # # # # # # # # # ## 00000### # # # # # # # # # # # # # # ##27 28 M.L.King 00000# # # # # # # # # # # # # # # # ### 00000# # # # # # # # # # # # # # # # ### 00000# # # # # # # # # # # # # # # # ###28 32 Leonidas‐Treme 000000# # ##### ##### #####0 0000000# ##### ##### ####00 0000000# ##### ##### ####0032 39 Tulane #######15 15 17 # # ### 15 15 15 15 # # ### ######################## ########################39 45 Lakeview 000000###############000 000000###############000 0000000############0000045 St. Bernard (Main) ###### 17 # ######17# 17 # ### ### ###### ############### ### ######################## 51 St. Bernard‐St. Anthony # 0000################### #0000################### #0000###################51 52 St. Bernard‐Paris ####### ######## # # ####### ######################## ########################52 55 Elysian Fields ########## ####### # # # # # ## ########## ### ####### # # ## ########### ### ### ### # # ##55 57 Franklin # 000# # # ###### # # ###### # # # # 000# # # # # # # # # # # # # # # # # # # # # 000# # # # # # # # # # # # # # # # # # # # 57 60 Hayne 00000#################00 00000#################00 00000#################0060 62 Morrison Express ############### ######### ###### # # # # # # # # ########## ###### # # # # # # # # ##########62 63 New Orleans East Owl 00###0000000000000000000 00###0000000000000000000 00###000000000000000000063 64 Lake Forest Express ##0 ##################### ##00#################### ##00####################64 65 Read‐Crowder Express 0000#### ################ 00000# # ### ### ### ### ### # 0 00000# # ### ### ### ### ### # 0 65 80 Desire‐Louisa 00000################### 000000#################0 000000#################0 80 84 Galvez ###### ### ### ### ### ### ### ###### ### ### ### ### ### ### ###### ### ### ### ### ### ### 84 88 St. Claude #####17 # 15 15 # # # # ###1715 17 ##### ######################## ########################88 90 Carrollton 00000# #################0 00000##################0 00000##################0 90 91 Jackson‐Esplanade # 0000# ################## 00000################### 00000###################91 94 Broad ##### 12 13 15 17#####1713 15 15 17 17 # # ## ###### # # ####15 ######### # # ###### # # ####15 ######### # # 94 100 Algiers Loop Owl ###0000000000000000000## 0 # 00000000000000000000## ###0000000000000000000##100 101 Algiers Point 0000###################0 0000###################0 0000###################0 101 102 General Meyer 0000# # #### # ### # ### ##### 0 0000# ######## # # # # # # ### # 0 0000# ######## # # # # # # ### # 0 102 106 Aurora 00000# # ##0000000####0000 106 108 Algiers Local 000000####### #######0000 0000000##0 # 0 # 0 # 0 # 0 # 00000 108 Gen. de Gaulle ######## #### ############ ###### # # ### ### ### ####### ###### # # ### ### ### ####### 114 Gen. de Gaulle‐Sullen ###### ################## ###### ################## ###### ##################114 115 Gen. de Gaulle‐Tullis 00000### #### ############ 00000### ### ### ### ####### 00000### ### ### ### #######115 201 Kenner Loop 00000# # ### ### #######0000 00000######### ######0000 000000##############0000201 202 Airport Express 000# 0 ####0000#####0 # 0000 000# 0 ####0000#####0 # 0000 000# 0 ####0000#####0 # 0000202 E1 Veterans 00000# # ###############00 000000################00 000000### # # # # # # # # #####00E1 E2 Airport 00000# #### ### #########00 000000# # ### ### ### #####00 0000000###############00E2 E3 Kenner 00000# # ###############00 00000#### # # ##### # # ####00 0000000###############00E3 E4 Metairie Road 000000#############00000 E4 E5 Causeway 000000# ############00000 0000000#############0000 E5 E8 Clearview 000000#############00000 E8 W1 Avondale 000000##############0000 0000000############00000 W1 W2 Westbank Express 00000# ################00 0000000############00000 W2 W3 Lapalco 00000#################00 0000000###############00 W3 W6 Gretna Local 00000# ############# 00000 W6 W8 Terrytown 00000# # ########## # # ####0 W8 W10 Huey P. Long 00000##############00000 0000000###############00 W10 WSL Westbank Sunday Loop 0000000# ###########00000WSL SBT St. Bernard Transit 000000############## SBT

1.43 System Analysis

Figure 23 - Revenue hours as % of midday service

Peak vs. base service levels

Figure 23 shows the distribution of service hours on RTA and JET bus lines and RTA streetcar lines throughout the day .

Transit agencies typically see an increase in ridership and passenger loads during traditional AM and PM rush hour . In allocating service, transit agencies must choose how much extra service is necessary during those periods . Agencies pursuing a "peak first" strategy will typically allocate the bulk of their service budget to serve riders traveling during rush hour, while agencies pursuing a "base first" strategy will prioritize having consistent levels of service throughout the day .

Jefferson Transit allocates more service hours to peak service than the RTA, and significantly fewer hours to early morning and late evening service . The RTA allocates some resources to additional peak service on bus lines, but many lines maintain a consistent level of service throughout the day . The RTA does not allocate any extra peak service on its streetcars, and in fact does not fully scale up base service on streetcars until about 8 AM .

New Links System Analysis Report, Vol. I - Regional Service Profile RTA Streetcar Lines RTA Bus Lines JET Bus Lines

60

40

20

0

Boardings perRevenue Hour Over AM AM Midday PM PM PM Night Early Peak Peak Late Night

Figure 24 - Boardings per Revenue Hour, RTA and JET Routes, Spring 2019

1.45 System Analysis

Productivity by Time of Day Figure 25 - Productivity (boardings per service hour), RTA bus lines 200% The figures on the right show trends in ridership, service allocation and productivity (boardings per service hour) for RTA and JET services over a 24-hour period . 100% RTA bus productivity peaks in the afternoon but is relatively consistent system-wide throughout the day . from about 6 AM to 6 PM . RTA Streetcar productivity also peaks in the afternoon, but with a much sharper % relative tohourly avg 0% “peak” due to fewer riders in the morning . Over AM AM Midday PM PM PM Night Early Peak Peak Late Night Conversely, ridership on JET lines peaks in the morning and generally declines throughout the day . This productivity curve is consistent with the service spans Revenue Hours Ridership Productivity on most JET lines: most JET riders in the afternoon are returning home and few are starting new trips, because Figure 26 - Productivity (boardings per service hour), RTA streetcar lines service does not run late enough for riders to make a return trip later in the evening . 200%

The spike in productivity for JET lines in the early morning is due in part to the small amounts of service (three trips total) that JET operates before 6 AM . That 100% being said, the high productivity of those trips may indicate demand for additional early morning service on certain JET lines .

% relative tohourly avg 0% While there are clear systemwide trends for the bus Over AM AM Midday PM PM PM and streetcar systems, ridership and productivity by Night Early Peak Peak Late Night time of day varies significantly on individual lines and in different parts of the system. For example, most West Bank bus lines using the Crescent City Connection Revenue Hours Ridership Productivity operated by both the RTA and RTA have a distinct ridership profile, with productivity peaking during Figure 27 - Productivity (boardings ber service hour), JET bus lines morning rush hour . Individual productivity curves for all RTA and JET routes are included in the Route Profiles 200% which accompany this report .

100%

% relative tohourly avg 0% Over AM AM Midday PM PM PM Night Early Peak Peak Late Night

Revenue Hours Ridership Productivity

New Links System Analysis Report, Vol. I - Regional Service Profile Frequency and Productivity Figure 29 - Productivity by Midday Frequency Productivity for bus and streetcar service is typically measured in boardings per service hour: the number of people riding a bus or streetcar relative to the amount of service (measured in hours) that is being run . Figure 44.6

28 compares the mid-day frequency on RTA and JET hour) bus routes to weekday productivity . -

In general, there is a clear relationship between frequent service and productivity . The high-frequency 25.8 23.9 22.7 streetcar services are significantly more productive than all other fixed-route lines. Higher frequency bus lines - including the 39, 88, and 94 - are in turn more productive than other bus services .

Productivity (Riders per platform

0-15 16-20 21-30 31+ Typical Midday Frequency (minutes until next bus)

Figure 28 - Productivity and midday frequency on RTA and JET bus routes, March 2019

88 39 91 hour)

- 94 16 55 28 E1 11 62 102 W2

114/115 49 27 64 15 20 E2 84 101 51/52 57 32 201 90 E3 80 45 W10 E5 10 65 60 5 108 E8 W1 E4 Productivity (Riders per per platform (Riders Productivity

0 15 30 45 60 75 Weekday Ridership Typical Midday Frequency (minutes until next bus)

1.47 System Analysis

Weekday Boarding Activity RTA and T Routes

Average Daily Boardings 1 - 24 25 - 99 100 - 999 1000+ Sources: RPC stop count dataset, Spring 2019 See appendix for full methodology. Compiled from data collected by RPC, RTA, JET and Transdev. Figures represent estimated average daily boardings for Spring 2019. N

Figure 30 - Daily boardings by stop cluster, spring 2019

New Links System Analysis Report, Vol. I - Regional Service Profile Weekday Boarding Activity Ridership by Stop

RTA and T Routes The diagram on the left shows average weekday boardings on RTA and JET stops . Nearby stops have been clustered to allow us to visualize activity on a regional level .

Downtown remains the core of rider activity in the regional system, with stop activity in Orleans Parish concentrated on key transfer hubs, and at certain anchor institutions such as the University of New Orleans . On the West Bank, boardings are highest in the Garden Oaks neighborhood of Algiers, at the Algiers Ferry terminal, and the Gretna portion of the Westbank Expressway east of Manhattan boulevard .

Most Jefferson Parish lines have fewer boardings per stop, with the most significant concentrations of boarding activity are on Veterans Boulevard between Clearview and Causeway, on Jefferson Highway in Elmwood, and in Kenner along Williams Boulevard .

Average Daily Boardings 1 - 24 25 - 99 100 - 999 1000+ Sources: RPC stop count dataset, Spring 2019 See appendix for full methodology. Compiled from data collected by RPC, RTA, JET and Transdev. Figures represent estimated average daily boardings for Spring 2019. N

1.49 System Analysis

Structure of the network

Radial networks

“Radial” transit systems have most lines connect like spokes on a wheel to a core destination, often downtown . Radial networks work well for transit riders who are trying to travel to or from downtown, because most can do so without having to transfer . Prior to World War II, the majority of economic activity in US cities was concentrated downtown, so most transit systems were originally radial .

The New Orleans bus and streetcar network is highly radial: 31 of 38 RTA lines and 5 of 13 JET lines connect to either the French Quarter or Central Business District . On a given weekday, more than 75% of RTA and JET service connects downtown . As a result, residents of Orleans and Jefferson Parishes have comparatively strong access to jobs downtown, but in most cases, riders traveling to other destinations must travel downtown first to make a transfer.

Crosstown routes Figure 31 - Radial service diagram

As travel destinations have become more dispersed, many transit agencies responded by adding “crosstown” services to connect major destinations outside of downtown .

The RTA operates several crosstown services with no downtown connection, including the 27, 60, 90 and 94 . Two JET routes, the E5 and E8, serve as crosstown connections between the East Bank JET lines connecting to Orleans Parish .

Several other lines connecting to downtown have both “radial” and “crosstown” portions . Route 28 was formed by combining a crosstown route (the 24-Napoleon bus) to the 28-MLK line . The current 32 and 80 bus lines were crosstown services that were later extended to serve downtown . Finally, the 39 creates a crosstown connection between Uptown and Mid-City along S . Carrollton Ave .

Figure 32 - Crosstown route diagram

New Links System Analysis Report, Vol. I - Regional Service Profile Grid networks and routes

Some agencies have reorganized their transit service into “grid” networks, which essentially comprise of a series of high-frequency crosstown routes . Grid networks are suitable for urban areas with dispersed travel activity . Grid networks allow riders to travel quickly between non-downtown destinations by making transfers easier: crosstown routes create more locations for riders to transfer between, and high frequency on the grid network ensures relatively short wait times for riders to transfer .

Most RTA crosstown routes are not frequent enough to participate in a true grid network. The most significant exception to this is the 94 Broad bus, which runs every 15 minutes at peak, and connects to several high- ridership RTA bus lines along with the Canal streetcar .

Feeders and circulators

Figure 34 - Grid service diagram “Feeder” (or neighborhood) routes are short lines that are designed to connect riders to a transfer hub to complete their trip . Most feeder routes serve lower-density residential areas at the periphery of the network .

On the East Bank, the 45 and E4 bus lines are feeders for the Canal Streetcar serving Lakeview and Old Metairie, respectively, and connect riders to the Canal Streetcar via Cemeteries Transit Center .

On the West Bank, route 108 connects Algiers residents not served by other lines to Wilty Terminal and the Algiers Ferry . Route W6 is a feeder connecting Gretna residents to Wilty Terminal . Finally, the W1 connects Avondale to services crossing the Mississippi River from Walkertown Terminal .

“Circulator” routes have the opposite function to feeder routes, enhancing connections between areas within the downtown core . The Riverfront and Loyola/Rampart Streetcars function as circulators for the French Quarter and CBD .

Figure 33 - Feeder route diagram

1.51 System Analysis

Geographic chokepoints

Transit chokepoints present both challenges and Currently, the 101/102 RTA lines do not directly connect opportunities for bus service . Congestion on to the 114/115 or 106 lines prior to crossing the river . chokepoints such as bridges can have significant The closest links between these lines are a network of negative impacts on the reliability of bus service for stops located adjacent to the Westbank Expressway each route that uses the bridge . However, chokepoints on General de Gaulle Dr ., where some riders are able also create a natural incentive to bring bus routes to transfer, although pedestrian conditions are very together, allowing riders to transfer between services . unfavorable . However, there are no direct connections between RTA and JET services that cross the river . This The Industrial Canal separates New Orleans East from means that the Orleans and Jefferson transit networks the rest of the city . The 62, 64, 65 and 94 lines cross on the West Bank are completely separated except from New Orleans East to Gentilly on Chef Menteur for the 108 Algiers Local bus, which makes an hourly Highway via the Danziger bridge . These routes all connection to Wilty Terminal in each direction . connect both immediately before and after crossing the bridge, (at Louisa Street and Downman Road), creating In practical terms, this means that it is often slower to opportunities for riders to transfer between lines . make an Orleans-to-Jefferson trip on the West Bank than to travel downtown on an RTA bus and return on a Three JET lines and five daytime RTA lines connect the JET bus . West Bank to downtown New Orleans via the Crescent City connection . The W2, W3 and W8 JET lines connect at Wilty Terminal in Gretna .

New Links System Analysis Report, Vol. I - Regional Service Profile Figure 35 - RTA West Bank bus stop locations at Gen. de Gaulle

Currently, the RTA’s upper and lower Algiers routes do not make a direct connection on the West Bank. Riders transferring from the 101 or 102 to the 106, 114, or 115 must walk several blocks along General de Gaulle under the West Bank Expressway (shown above are the nearest stop locations for these routes).

There are no West Bank connections of any kind between the RTA and JET routes crossing into the CBD. The only West Bank connection between systems is the 108 Algiers Local, which connects Algiers Point to both Gretna and Lower Algiers.

Figure 36 - RTA and JET West Bank service diagram

1.53 System Analysis

Direct and indirect routes Direct (linear) When possible, transit routes should create direct, 2-way connections between riders and the destinations they are trying to reach . Circuitous, routes and routes ndirect (deviation) that make detours (deviations) from the main path add time to each trip taken and make service less convenient for most riders . 1-way service acts in the same way by forcing riders to travel the entire length of ndirect (circuitous) a 1-way loop over the course of a roundtrip .

Several of the lowest-performing RTA and JET lines have major deviations or other non-direct portions . Route 108 is especially circuitous: a 1-way trip from Old Aurora to the Ferry Terminal takes about twice as long by bus as the same trip takes by car . Because many portions of the 108 are served by other bus lines, relatively few ndirect (1-way loop) riders take the 108 when other options are available .

Route 65 is much less productive than the other express routes serving New Orleans East . In addition Figure 37 - Direct vs. indirect routes to duplicating much of the service area of Routes 62 and 64, Route 65 has a complex service pattern SCENARIO 1: LESS WALKING, BUT SLOWER that includes several deviations from Morrison when traveling inbound to the CBD, and lengthy one way segments in both directions . Because of the deviations on Read and Crowder, it is less convenient for most riders to take the 65 if they have the choice of taking either of the other two express lines from New Orleans East .

Route 45 and Route W6 are both short, one-way loops serving low density neighborhoods .

In some cases, one-way loops are a result of the built environment . Route 60 in New Orleans East has SCENARIO 2: MORE WALKING, BUT FASTER a 13-mile one-way loop section along Hayne and Morrison . The 60 operates as a loop because it is not possible to place infrastructure for inbound stops on Hayne due to the Lake Pontchartrain levee. On-off counts of passengers suggest that most riders do not take the loop around and instead board the inbound stops on Morrison and get off the bus at the outbound Hayne stops, walking at least half a mile every trip .

More direct routes typically provide faster trips for most riders.

New Links System Analysis Report, Vol. I - Regional Service Profile Route 108 is highly circuitous, which adds time to riders’ trips.

Route 65 has a complex service pattern involving several deviations and 1-way portions that add complexity and time to the route.

1.55 System Analysis

Duplicating Service

Some bus and streetcar lines duplicate all or part Combining frequencies vs. duplication of another line, reducing the productivity of the overlapping routes . It’s possible to make duplicating service on some corridors more effective through better scheduling. Route E3 is less productive than would be expected relative to its frequency . In 2018, the RTA’s route 39 was The 15 and 91 share a corridor on Oretha Castle Haley extended down Jefferson Highway to serve Ochsner from Jackson Ave . to Canal Street . During the initial Medical Center. It now overlaps a significant portion of system review in March, the 15 bus was scheduled to JET’s route E3 . Because the 39 runs more frequently, arrive 5 minutes after the 91 on weekday evenings . This and because RTA fares are cheaper, most riders – given meant that few, if any, riders traveling from those stops the choice – ride the 39 . As a result, ridership on the E3 would take the Freret bus . has dropped significantly since 2018 and the line is less productive than would be expected given its frequency . Several RTA lines participating in combined frequencies – including the 47/48, and 114/115 – have productivity Route 106 is a peak-only route connecting the Aurora that is more typical of higher-frequency routes . neighborhood of Algiers to the CBD . It overlaps with portions of routes 108 and 114/115, and ridership is quite low relative to the resources it takes to run the service .

Route 90 is a crosstown line connecting Gentilly and Mid-City with neighborhoods along South Carrollton . It partially duplicates the corridor of route 32 and overlaps coverage with the 39 bus line and 48 streetcar line .

Route 5 has the lowest ridership and is the least productive route in the RTA system . Among other issues, Route 5 overlaps with several other lines serving the French Quarter, including the 55 bus and Riverfront streetcar .

Route 10, on Tchoupitoulas, runs parallel to the river several blocks south of the 11-Magazine bus . Many riders are within walking distance of both the 10 and 11 bus lines, both of which serve downtown . Given the option, most riders take the more frequent 11-Magazine bus .

Route 90 partially duplicates the corridor of the 32 (connecting Mid City and Uptown), and overlaps coverage on several other routes.

New Links System Analysis Report, Vol. I - Regional Service Profile Many people can walk to both the 10-Tchoupitoulas bus and 11-Magazine bus, both of which connect to downtown. The shaded part of the diagram above represents the area within a quarter-mile walk of either bus line. Given the option, most riders take the more frequent 11-Magazine bus.

The 39 extension to Ochsner duplicates a significant portion of JET's E3 bus.

1.57 System Analysis

Exceptions and Outliers

Some bus lines have productivity that is higher or lower than might be expected based on frequency and network characteristics alone .

Routes 51 and 52 each run every 40 minutes but are grouped together here as a 20-minute route because they combine for higher frequency on a portion of St . Bernard Avenue (Routes 114/115 and 47/48 are combined for the same reason .) However, because only about half of the stops on each branch of the St . Bernard line are located on the combined portion, many riders are unable to gain the benefits of higher combined frequency on the shared portion of the route .

Route 28, the MLK-Napoleon bus, is not particularly frequent and (at first glance) is not particular linear. However, it remains quite productive . The current Route 28 was at one point two separate bus lines which were merged into one service, and many riders are still connecting to the transfer hub at Broad and Route 114/115 boardings in Garden Oaks. Washington at the midpoint of the route . In this sense, the 28 operates somewhat like a radial route with two arms .

Routes 114 and 115 are quite productive despite taking a circuitous route off of General de Gaulle. This is because the majority of ridership on these lines comes from this portion of the Garden Oaks neighborhood of ALlgiers .

Several other RTA routes, including the 16, 91, and 55, are successful despite low frequency, in part because all three are radial routes serving corridors with a mix of land uses that are supportive to transit .

Route 28 in Central City/Uptown

New Links System Analysis Report, Vol. I - Regional Service Profile 88 94 39 30 91 30 E1 55 28 16 11 E2 64 W2 62 27 102 System bus average: 21 W3 15 114/115 riders per service hour 20 20 51/52 100 57 84 101 90 W8 201 32 45 E5 W10 63 E3 65 80 10 60 106 10 10 W1 5 108 E8 Productivityhour) service per (Riders 202 E4 W6

0 0 15 30 45 60 75 Peak/Owl Average Midday Frequency (minutes until next bus) Routes

Figure 38 - Midday frequency vs. productivity for RTA and JET bus lines

Three JET routes serving the West Bank – the W2, W3 and W8 – have comparatively high productivity despite running infrequently in the middle of the day . All three routes have high peak ridership, and run extra peak service, so the majority of riders are using these services when the bus is coming more frequently than once an hour . Route W8 in particular has significantly higher ridership when connecting to downtown at peak vs. running a short turn service to Wilty Terminal midday .

Routes E4 and W6 have exceptionally low productivity, in part because both routes are very short, and in part because they serve low-density areas of Orleans and Jefferson Jefferson Parish.

1.59 System Analysis

Stop Spacing Stop Spacing and Service Classifications Stop spacing is useful for classifying routes by service Figure 40 and Figure 41 shows information on stop category (local, rapid, express), as routes with fewer counts and stop spacing characteristics by RTA and JET stops and greater distance between stops offer faster route . service . Median stop is useful for showing typical stop spacing on routes with express portions . The service The RTA and JET routes typically have stops located classifications used in this chapter are primarily drawn 650-850 feet apart . A standard New Orleans block is from stop spacing (see diagram at right) . about 360 feet long, so on many routes, stops are being placed less than two blocks apart . This stop spacing is The majority of RTA and JET routes operate as local close when compared to many North American transit service. The RTA classifies four routes as “express” routes systems, which typically target stop spacing of 1,000 (the 62-Morrisson, 64-Lake Forest, 65 Read-Crowder, to 1,500 feet on high frequency bus routes routes (3-5 and 202 Airport Express) . Traditional express routes New Orleans blocks) . When stops are spaced closely are generally designed to create a peak connection for together, riders will spread out between stops, which commuters accessing a job market . Many traditional requires buses to spend additional time slowing down express routes operate as peak-only service . These and stopping to pick up passengers on each route . routes differ from point-to-point express routes such as the 202-Airport Express . As a consequence, RTA and JET bus routes tend to run fairly slowly. Short stop spacing affects passenger trip Many transit agencies operate “rapid,” limited stop,” or times, along with the amount of service each agency is “select” service . These routes serve an entire corridor able to run particularly on high-frequency routes . with increased stop spacing (typically at least 1/2 mile between stops) . These routes often run alongside complementary local service . The RTA and JET do not currently operate any rapid routes since Katrina, although the RTA previously operated several rapid routes prior to 2005 .

Figure 39 - Stop spacing and service classifications

New Links System Analysis Report, Vol. I - Regional Service Profile Figure 40 - Median and maximum stop spacing on RTA and JET routes, March 2019 3,000

202 Airport Express 2,500

2,000

1,500

Express Routes Local Routes Mediandistance between stops (ft) 1,000

500 1,000 4,000 16,000 64,000 Max distance between stops (ft) [log scale]

Figure 41 - Median and maximum stop spacing on local routes, March 2019 1,300

1,200 W6 49 1,100

1,000 201 900 E8 E4 51 84 W1 800 E5 47 5 88 55 57 80 28 39 E1 90 94 700 11 27 45 32 10 52 60 108 48 E2 16 E3 Mediandistance between stops (ft) 91 600 12 15 500 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 9,000 Max distance between stops (ft)

1.61 System Analysis

Figure 42 - RTA bus and streetcar on time performance, May 2019 On-Time Performance Late On Time Early 0% 20% 40% 60% 80% 100% Figure 42 and Figure 43 show on time performance for all RTA and JET bus and streetcar lines for May 2019 . 63 5 100 The RTA and JET both define service as “late” when 57 a bus arrives more than 5 minutes past its scheduled 84 arrival, and “early” when service arrives more than 47 51 1 minute before its scheduled arrival, both of which 65 are standard definitions employed by many transit 48 agencies. Overall, both agencies experience significant 49 on-time performance issues across many routes, with 80 27 nearly one in four JET trips and 3 in 10 RTA trips being 90 at least 5 minutes late . 94 32 Although both agencies face on-time performance 55 202 issues across the board, lines which serve Downtown 62 tend to have greater on-time performance issues than 106 routes which do not serve downtown . The three JET 39 lines which provide all-day service to the CBD – the W2, 64 108 W3 and E2 – are the most frequently late lines run by 91 the agency . 101 114 The lack of reliability for many RTA and JET lines is 15 102 compounded by the low frequency of service across 11 the system . Reliability is more important when service 10 doesn’t come very often, as riders have less flexibility to 88 16 take another bus to make their trip . The combination 52 of poor reliability and low frequency can be especially 28 devastating to riders who must transfer to complete 115 their trip, because a late bus can potentially cause 45 12 a traveler to miss their connection, adding 30 or 60 60 minutes to a bus rider’s travel time . The possibility of 201 missing a transfer is one reason some riders prefer a RTA bus and streetcar average: 30% late one seat ride, even if it makes their typical travel time longer . Figure 43 - JET bus on time performance, May 2019 Traditional measures of on-time performance matter Late On Time Early less for high frequency service . A bus line with service 0% 20% 40% 60% 80% 100% at least every 15 minutes provides riders with multiple W6 opportunities to transfer to and from that route . It E4 inconveniences riders much less when a bus leaves a W1 stop early if there is another bus arriving a few minutes W10 later . For this reason, some agencies have begun to E3 E1 adopt different on-time performance metrics for high- E8 frequency core services and low-frequency feeder W8 services . E5 E2 W3 W2 JET bus average: 24% late

New Links System Analysis Report, Vol. I - Regional Service Profile Analysis and Service Strategies Analysis and Service Strategies

System performance On-time performance (reliability) is poor, which creates problems on a low-frequency network. Newer routes have underperformed Prior to the Hard Rock Hotel collapse, the RTA and JET Routes added by the RTA and JET since 2011 all both averaged less than 75% on-time performance currently perform below system productivity averages . for bus service . For high-frequency transit networks, This is in part because of design issues involving the traditional measures of OTP are less important because routes themselves, and in part because the routes were riders are penalized less for missing connections on not conceived as part of a broader network plan for multi-bus trips . service . However, for low frequency bus networks, reliability is “Legacy” routes may need to be reevaluated quite important, and poor on-time performance can drastically reduce the effective number of destinations The structure of the existing network continues to riders can access using the network . If a bus is even closely resemble pre-Katrina transit services in greater a few minutes late and causes a passenger to miss New Orleans . Many discussions regarding changes to a transfer to another route that comes infrequently, service continue to reference restoring or re-creating passengers may be late by an hour or more . When older routes . Post-2011 service changes to RTA and JET reliability is poor and service does not come frequently, routes were done in part to restore pre-Katrina services . passengers are much less willing to support changes to their trip that would involve adding more transfers . There have been significant changes to the demographics and population distribution of greater New Orleans since Hurricane Katrina, and it is important Slow service decreases reliability and the to frame planning discussions for transit service around amount of service agencies are able to run. the existing needs of the region . Certain bus routes and services may no longer be serving the existing Streetcars, in particular are very slow - fine for local population and needs of the region and should be trips but ineffective for longer trips. A one-way trip considered for restructuring or consolidation . from end-to-end on the St . Charles Streetcar takes 48 minutes (assuming the streetcar is on time and there Specialized routes have fewer riders are no delays) .

Several routes in the existing system are designed to Potential strategies: serve very specialized needs that make it difficult for • Develop service standards that specify those services to attract other riders . The 202 Airport minimum acceptable average speeds Express, for example, was originally designed as a service for airport employees and construction workers • Develop on time performance standards based at the new North Terminal, with four round trips each on different frequency tiers in the morning and evening scheduled to line up with • Coordinate with the City of New Orleans, the beginning and end of Airport shifts . Because this Jefferson Parish and State DOTD to implement service is so specialized, the 202 is less useful for others projects that enhance bus movement speed . who might find an express connection to Kenner useful, including both Airport passengers and Kenner residents who are RTA riders .

New Links System Analysis Report, Vol. I - Regional Service Profile Design and scheduling Limited night and weekend service on JET routes limits flexibility for riders.

Transfer hubs outside downtown could While most RTA bus lines run until at least midnight and make service more efficient. many lines operate 24/7 service, JET service ends at 10:00pm . Many JET routes do not run on weekends or Geographic bottlenecks in the region create run on a drastically reduced schedule . This has practical opportunities to efficiently connect services to facilitate problems, as it makes the system difficult to use for non transfers between riders . Separate RTA and JET services 9-to-5 workers . do not connect at a central location before crossing the river . Many riders who rely on both the RTA and JET have difficulty making the return trip to Jefferson Parish if This creates several issues: it limits connectivity within they are working late . the Westbank . The only option for connecting between RTA and JET routes is the 108 Algiers Local . Agencies Potential strategies: also run redundant service crossing the Mississippi river bridge . • Inventory and develop a strategy for stop balancing . Short distances between stops make service • Develop service standards that specify slow. minimum stop spacing on new routes .

The RTA and JET routes typically have stops located • Specify minimum spacing between new routes 650-850 feet apart . This stop spacing is quite close: a as part of agency service standards document standard New Orleans block is about 360 feet long, so to avoid duplicating coverage on many routes, stops are being placed less than two • Conduct an inventory of accessibility and blocks apart . amenities at bus stops . Those with low ridership and no facilities are prime candidates for Bus stop balancing is a low-cost strategy for transit removal . agencies to increase service speeds and headways, particularly on high-frequency corridors . Better spacing • RTA and JET collaborate to identify appropriate of stops can increase bus speeds by 5-15% even without locations for transfer hubs outside of other improvements to transit infrastructure . downtown . • Increase short-term planning collaboration Some areas have duplicating service between agencies .

The RTA and JET currently run overlapping service on several corridors, including Tulane Ave . in New Orleans and Jefferson Hwy. in Jefferson Parish. Duplicating service reduces the cost-effectiveness and efficiency of services run by both agencies .

Timetables are not set up to make transfers easy.

Timed transfers can be used to improve travel speeds for riders even without increasing frequency . Improving the timing of transfers between RTA and JET routes represents a low-cost opportunity for enhancing the rider experience for cross-parish trips .

1.65 Analysis and Service Strategies

Fares and Transfers Infrastructure

The fare structure penalizes riders for The system as a whole would benefit from making transfers. transit infrastructure on downtown streets.

Building bus networks around transfer hubs make Most service operates downtown . The majority of RTA service more efficient, because it’s more effective to bus lines operate on the O’Keefe/Rampart/Loyola connect many services to a central location than to run corridors . Creating dedicated transit infrastructure on individual bus lines to every key destination . This works those corridors would have reliability and cost-saving in the exact same way that passenger airlines structure benefits throughout the system. their service: rather than run nonstop flights to each city . Lack of facilities make transfers unappealing for riders. Transfer activity is good for transit because it allows agencies to design more efficient service, by eliminating Many major transfer areas – including the downtown duplicating and inefficient routes created due to a transfer zone at Elk and Canal, but also major satellite desire for one-seat rides by riders . transfer hubs such as Tulane and S . Carrollton and Desire Parkway at Chef Menteur – lack adequate bus Potential strategies: shelters or supportive facilities such as pedestrian crossings . This lack of facilities makes transfers • Evaluate alternative fare structures that provide unappealing for riders . for seamless transfers . • Fully incorporate the Algiers Ferry into the RTA Some issues require leadership from the City fare structure of New Orleans and Jefferson Parish. • RTA-JET regional fare structure The RTA and JET have only partial control over some of the key factors governing the overall quality of transit service . Local governments and the state have control over most issues involving the streets buses travel on, including pedestrian infrastructure, signal timing, right of way allocation, and intersection geometry, all of which have significant effects on the speed, reliability and accessibility of transit .

Potential strategies: • Work with the City of New Orleans, Jefferson Parish, and LA DOTD to identify corridors downtown and elsewhere to prioritize for transit enhancements • Develop a framework for prioritizing bus stop enhancements . • Work with the public works departments of Orleans and Jefferson Parish to prioritize pedestrian enhancements around bus stops .

New Links System Analysis Report, Vol. I - Regional Service Profile Planning and operations issues The RTA and JET should coordinate more closely.

The Algiers Ferry has not been fully For a number of reasons, including the transportation integrated into the RTA’s planning and geography of the region and the RTA’s operations in operations. both New Orleans and Kenner, the RTA and JET are more interconnected than is typical for a regional and The RTA assumed operations of the Algiers Point suburban/municipal transit provider . Both agencies Ferry in 2013 from the Louisiana Department of extensively interoperate in each other’s service areas, Transportation and Development (LA DOTD) . Until and RTA bus riders in Kenner and parts of Algiers often recently, ferry operations were fully funded by the state depend on JET services to make multi-line trips ending of Louisiana, and the RTA essentially served as a pass- in Orleans Parish . through for LA DOTD funds to operate the fairy . Historically, there has been very little coordination After initially falling when a $2 cash fare was introduced, between the RTA and JET on either longer-term, ridership on the ferry has rebounded and remains high comprehensive planning projects or ongoing planning as of Spring 2019 . The ferry has potential to serve an and scheduling . The agencies do coordinate to important role in the broader network by providing an provide certain services: for example, Jefferson Transit alternative to the Crescent City Connection for transit contracts with the RTA to operate Rideline, the joint trips from the West Bank into downtown . public information hotline for both agencies, while the RTA contracts with JET to operate paratransit services However, the Algiers Point Ferry has remained in the City of Kenner . However, there is currently no operationally separate from the RTA’s other services established framework for coordination between and has not been fully incorporated into the agency’s agencies for scheduling and service changes . ongoing planning efforts. Only one low-frequency bus route, the 108 Algiers Local, connects to the ferry from There is currently significant duplication between the West Bank . The ferry also maintains a separate the RTA and JET networks, no significant scheduling fare structure from all other RTA services and is not coordination to allow timed transfers between incorporated into daily RTA passes for the RTA-JET connecting lines, and a lack of collaboration on key Regional Ride pass, discouraging bus and streetcar regional goals such as expanded airport access or riders from making a transfer . the siting and funding of a downtown transit hub . Until recently, both agencies also operated under fully A bus network redesign creates opportunities to more independent fare structures . fully integrate ferry operations into the rest of the RTA’s network, and potentially relieve peak load on some Both agencies have expressed a strong desire for closer West Bank bus routes by connecting more service to coordination and committed to participating in, and the ferry . implementing recommendations from, the bus network redesign process . The agencies recently collaborated to introduce Regional Ride, a day pass covering services from both systems .

Both agencies could increase ridership and reduce costs by eliminating redundant service, by streamlining the rider experience of transferring between the two systems . However, this is very unlikely to happen in practice unless both agencies commit to establishing regular, consistent processes for coordinating scheduling, operations, and service and capital planning needs .

1.67 Analysis and Service Strategies

The transit agencies should adopt service Potential strategies: standards and commit to following long- • Implement a regular process for coordination term planning goals. with other regional transit providers – particularly JET . The RTA and JET had no comprehensive standards for planning new service since Hurricane Katrina . Since • Meetings before each service pick to coordinate 2011, service expansions have occurred primarily on an timetables and timed transfers . ad-hoc basis . • Establish a process for coordinating on major capital projects such as the downtown transit These newer services have not been introduced as part center . of a comprehensive service strategy and have typically performed poorly relative to existing services . In 2018, • Build on coordinated public information sharing the RTA took the first steps towards a comprehensive with JET: explore options such as a regional service strategy in its Strategic Mobility Plan, a 20-year system map and integrated real-time tracking comprehensive plan developed to guide future service app . enhancement and expansion . • Explore a unified regional fare structure incorporating both agencies . The agencies can build on this by introducing clear, objective service standards and following the • Resume quarterly progress updates on Strategic recommendations laid out in the strategic planning Mobility Plan (SMP) action items . process .

New Links System Analysis Report, Vol. I - Regional Service Profile