▸ The gist: Councilwoman Liz Hebert launched an effort earlier this year to raise money to cover some of the city’s 600 uncovered bus stops. The council approved a budget line item to receive donations going forward, officially activating the effort.
▸ 21 bus stops. That’s the number of stops Hebert’s initiative can cover with sponsor money already committed, stacking on top of the LCG dollars budgeted to cover 11 stops each year. The adopt-a-stop effort targets low-hanging fruit, for the most part, stops that can be covered at a cost of $6,000. Individual donors, companies and nonprofits can contribute to a fund housed at the Community Foundation of Acadiana. That money is used to reimburse LCG’s costs to build a shelter on an as-raised basis.
▸ Eight major donors have come forward so far. Islamic Center of Lafayette (the first group to sign up), Unitech Training Academy, CGI, the Pinhook Foundation and the Lafayette Public School System have each sponsored single stops. McDonald’s of Lafayette sponsored three, UL sponsored five and Lafayette General sponsored eight.
▸ 60 top stops are on Hebert’s target list. Again, that’s the number of stops that can be covered for $6,000, still a small portion of the 600 uncovered stops along Lafayette Transit System bus routes.
“So many of our team members come from all areas of the city and had to wait in the rain or the sun,” said Lourdes Foundation Executive Director Jeigh Stipe, addressing the council in support of Hebert’s initiative. Lourdes is not yet participating directly in the program, but it connected with a manufacturer through Hebert to cover a stop on Lourdes’ campus.
▸ The gist: Snuck in among some more contentious items on last week’s agenda, a complete streets policy for LCG was formally adopted by the City-Parish Council. The resolution aligns local transportation policy with state and regional codes and will guide transportation and development efforts to include more bike, pedestrian and transit access.
▸ What’s a complete street?A complete street is a thoroughfare that provides equal access to all modes of transportation. To wit: LCG’s own complete streets vision: The desired outcome of the Complete Streets Policy is to create an equitable, balanced and effective transportation system where every roadway user can travel safely and comfortably, and where transportation options are available to everyone.
Proponents view complete streets policies as a means of refocusing city development on people instead of cars. Transportation projects designed to meet complete street guidelines include facilities for bike riders, pedestrians and transit passengers from the get go, rather than as retrofits. Complete streets policies have proliferated in the last two decades. The National Complete Streets Coalition boasts 1,200 complete streets policies adopted nationwide (I briefly worked for Smart Growth America, the parent organization for NCSC). Both DOTD and the Lafayette Metropolitan Planning Organization have complete streets policies on the books.
Lafayette’s efforts to add bike lanes and pedestrian facilities to roadways have not been without controversy. Bike lane projects on W. Bayou Parkway and Moss Street spurred grassroots opposition among nearby constituents. For opponents, accommodating bike traffic is a waste of money that should go to widening or fixing existing roadways.
One important component in the LCG policy is its emphasis on creating a linked network. Today, Lafayette’s bike and pedestrian pathways are laid out in often baffling and dangerous scatterplots. A policy framework to connect a piecemeal network would, theoretically, increase use and help ease car traffic. People aren’t going to bike if they can’t bike anywhere safely and conveniently.
▸ OK. Bike lanes. I get it. What’s the big deal? Over time, a complete streets policy in Lafayette could be transformative. PlanLafayette, Lafayette’s comprehensive plan, already includes some complete streets language, but a formally adopted policy drives the philosophy deep into the asphalt. The language in LCG’s policy directs inter-agency cooperation among LUS, Public Works, and Development and Planning and emphasizes early inclusion of active transportation facilities — the wonky catchall term for bike lanes, sidewalks and transit lines — in projects across consolidated government’s jurisdiction.
Like anything else, though, this is about money. Aligning with the MPO’s and DOTD’s complete streets policies can expedite projects that meet the guidelines and requirements spelled out by those organizations. Melanie Bordelon, the Lafayette MPO manager, says complete streets projects will score higher in the regional planning agency’s rating system, meaning roadway projects that include bike lanes or sidewalks and so on could be prioritized. That would potentially give LCG projects an edge in competing for federal and state dollars distributed by the MPO.
“It helps to ensure that we also look at pedestrian, bicycle and transit users as projects are developed,” Bordelon says. “That’s not always been true in the past.”