The French Quarter doesn’t need fewer pedestrian zones. It needs fewer motor vehicles.

The Quarter’s narrow sidewalks, originally designed for foot traffic and modest conveyances, now buckle under the burden of modern traffic. Once shaped by colonial urbanism, the streets were built for walking, commerce, and communal life—not for the relentless flow of combustion engines. The first four-wheeled vehicles to grace its corridors were mule-drawn carriages, tools of privilege accessible only to the wealthiest residents. Most New Orleanians navigated these streets on foot, in a shared rhythm with their neighbors.

Adrian de Pauger Street Gride — Adrian de Pauger’s original street grid

It would take generations before the internal combustion engine arrived—ushering in speeds, volumes, and dangers utterly incompatible with the Quarter’s historic grid. Streets that once invited interaction were transformed into corridors of risk. As the automobile evolved from a familial necessity to an individualized entitlement, the collective safety and vitality of pedestrian life diminished. The right to the street was quietly handed over to horsepower.

Today, in spite of this, fragments of pedestrian infrastructure persist. Bourbon Street is pedestrianized nightly from 6 p.m. to 6 a.m. A recent terrorist attack on New Year’s Day has prompted serious discussion of making this closure permanent—a rare instance where public safety may dovetail with urban livability.

Yet, bizarrely, rather than expanding pedestrian space in light of these developments, the city is considering retracting it. Officials have floated the idea of eliminating the Royal Street pedestrian mall—one of the French Quarter’s most cherished public spaces—if Bourbon Street is closed to cars full-time. This would constitute a loss not just of physical space, but of cultural memory. Royal Street has, since 1971, served as a stage for artists, musicians, and performers—an open-air commons that nurtures the creative soul of the city.

To shutter one pedestrian zone to justify another is not a solution—it is a false trade-off. Instead, a more holistic and equitable approach is needed. The French Quarter should be reimagined not as a collection of exceptions, but as a coherent district that prioritizes people over machines.

This vision must also center the bicycle—not merely as an accessory, but as a primary vehicle for movement within the Quarter. Unlike automobiles, bicycles align with the scale, texture, and social rhythms of the Vieux Carré. They are quiet, non-polluting, and conducive to spontaneous encounters—the essence of public life. Paris, New Orleans’ parent city, has led the way in this shift. Under Mayor Anne Hidalgo, Paris has removed over 70,000 on-street parking spaces since 2020 and added more than 1,000 kilometers of dedicated bike lanes. Bicycle traffic has increased by over 60% in just a few years, and car traffic in the city center has dropped by nearly 30%. These are not merely transportation statistics—they are indicators of a civic philosophy that puts people first. The French Quarter, with its human-scale streets and tourism economy, is perfectly suited to follow this lead. Prioritizing the right-of-way for bicycles would not only reduce congestion and pollution, but would restore a more democratic and inclusive form of movement.

Plan Vieux Carré | Eric Gabourel — Plan Vieux Carre—read the full proposal at FrenchQuarterPlan.com

Plan Vieux Carré offers a step in that direction. While imperfect, the proposal divides the Quarter into three access zones, inspired by the colors of the French flag, and proposes retractable bollards to control entry. Motor vehicles would circulate only around the perimeter streets—Canal, Rampart, Esplanade, and N. Peters/Decatur—and access into the Quarter itself would be tightly managed.

To circulate traffic in the Quarter, Toulouse (river-bound) and Dumaine (lake-bound) would remain open to all motor vehicles as well. This design ensures that anyone being dropped off by a taxi or ride share can reach their destination within a few blocks, while drastically reducing through-traffic. In limiting access into the 3 zones via retractable bollards, to residents, deliveries, and emergency services, the plan restores a sense of scale and safety that aligns with the Quarter’s original purpose.

Moreover, Plan Vieux Carré preserves existing pedestrian malls and encourages further experimentation within its framework. It does not ban cars outright, but it asks who truly needs to be there—and who has simply taken for granted a right to pass through.

The political calculus behind the Royal Street decision remains opaque. According to Gambit, French Quarter Management District Commissioner Christian Pendleton told a committee in February that Mayor LaToya Cantrell may consider ending the Royal Street pedestrian zone if Bourbon is pedestrianized. Cantrell herself has not spoken publicly about this possibility, and her office declined to comment when asked.

The idea appears to originate from a post-attack security review by William Bratton, former NYPD chief, hired to advise New Orleans on major event safety. His report recommended full-time pedestrianization of Bourbon Street, with vehicle access only for essential services during designated hours.

That such a recommendation—designed to protect lives—might simultaneously lead to the dismantling of another pedestrian space creates a deep confusion about the role of public streets. Safety and culture are not in competition. Accessibility and artistry are not mutually exclusive. We can protect people without sacrificing the public spaces that make New Orleans what it is.

The decision over Bourbon Street’s future is imminent. But the real question before us is much broader: Will the city continue to privilege motor vehicles over human life, culture, and connection? Or will it choose a path that honors the Quarter’s past while safeguarding its future—one where streets belong, once again, to the people?

Please read Plan Vieux Carré and consider signing the petition to show your support.

In the Spirit of the Vélorution,

Eric Gabourel

The Question Of the Royal Street Pedestrian Mall