Episode #12: Cincinnati’s Form-Based Code

On the twelfth episode of The UrbanCincy Podcast, Cincinnati’s Vice Mayor Roxanne Qualls joins the UrbanCincy team to discuss the city’s adoption of a form-based code.

We discuss the advantages of a form-based code over a traditional zoning code, and Vice Mayor Qualls explains the process four Cincinnati neighborhoods (College Hill, Madisonville, Walnut Hills, Westwood) have used to put the code in place. John Yung shares his experiences with implementing a form-based code, and Randy Simes shares his concerns about needing to plan at a regional level.

We also discuss the now-adopted Plan Cincinnati, the city’s first comprehensive plan in 33 years. We discuss what makes Cincinnati’s comprehensive plan unique and how the plan will influence investments made by the city and  organizations like the Southwest Ohio Regional Transit Authority (SORTA).

Finally, we discuss how projects like the two-waying of Taft and McMillan Streets in Walnut Hills and a Liberty Street “road diet” could add to the livability of Cincinnati’s urban neighborhoods.

Stories Around the Urban Campfire returns to East Walnut Hills this Thursday

Stories Around the Urban Campfire will return this Thursday to DeSales Plaza in East Walnut Hills.

The urban storytelling event is being produced by UrbanCincy in partnership with the Walnut Hills Redevelopment Foundation and Teilen. The event also supports small businesses in the neighborhood like Suzie Wongs, Café DeSales, and Beck Hardware.

“I received very positive feedback from the small, neighborhood businesses involved with the first storytelling event,” explained UrbanCincy owner Randy Simes. “Some people were a bit hesitant to get up and share their stories at the first event, but we’re hoping even more people show up this Thursday and to enjoy the unique urban campfire experience in East Walnut Hills.”


People gather on DeSales Plaza for the first-ever Stories Around the Urban Campfire event held on November 8, 2012. Image provided by the Walnut Hills Redevelopment Foundation.

As with the first Stories Around the Urban Campfire held on November 8 (online photo gallery), this week’s event will have food and drink available for purchase from Suzie Wongs and Café DeSales. Those who bring the right materials will also be able to make smores over the fire.

According to Simes, there are plans to potentially do more of these events, but for now this may be the last regularly scheduled Stories Around the Urban Campfire event of 2012.

“We received a very positive response from the first event, and we expect there to be a similar turnout this time around,” Simes noted. “However, it is getting colder and colder by the day, and we don’t want people to be uncomfortable. If the weather plays nice, then we might have another one or two of these before the end of the year, and then bring it back in the spring.”

Stories Around the Urban Campfire (11/29) will begin at 6:30pm in DeSales Plaza at the corner of Woodburn Avenue and Madison Road. The event is free and open to the public, and those choosing to share their stories with the group will be given approximately five minutes each.

Teilen founder Joe Wessels will serve as the event’s moderator and will be keeping track of each speaker’s time. Those interested in telling a story are encouraged to contact urbancincy@gmail.com or joewessels@gmail.com with their name and story topic.

MetroMoves: A Decade Later

The election held earlier this month marked the 10-year anniversary of MetroMoves, the Hamilton County ballot issue that would have more than doubled public support for the Southwest Ohio Regional Transit Authority (SORTA). Specifically, a half-cent sales tax would have raised approximately $60 million annually, permitting a dramatic expansion of Metro’s bus service throughout Hamilton County and construction and operation of a 60-mile, $2.7 billion streetcar and light rail network.

MetroMoves was SORTA’s third attempt to fund countywide transit service – sales tax ballot issues also failed in 1979 and 1980.


The 2002 MetroMoves plan called for five light rail lines, modern streetcars, and an overhauled regional bus system. Image provided.

Bus System Expansion
According to John Schneider, who chaired the MetroMoves campaign, SORTA planned to expand bus service immediately after collection of the tax began. In 2003 Metro’s schedule would have been reworked with more frequent service on every existing bus line, including more late night and weekend service. By 2004, with the arrival of newly purchased buses, Metro planned to link a dozen new suburban transit hubs with new cross-town bus routes.

The Glenway Crossing Transit Center, which opened in early 2012, is an example of the sort of suburban bus hubs planned as part of MetroMoves. The 38X bus, which began service when the transit center opened, is an example of the sort of new routes that MetroMoves would have funded.

Modern Streetcars & Light Rail Lines
In 2003 design work would have begun on a modern streetcar line and the first of five light rail lines. The streetcar line was planned to follow a route nearly identical to the line currently under construction in Downtown and Over-the-Rhine. The modern streetcar line was planned to have traveled up the Vine Street hill to the University of Cincinnati, then turn east on Martin Luther King Drive, cross I-71, and meet a light rail line on Gilbert Avenue.

Construction would have begun in 2004 and operation would have begun by 2006 or 2007.

The start date for light rail construction was less certain because the MetroMoves tax revenue was to be used as the local contribution for a large Federal Transit Administration (FTA) match. This process became standard practice in cities throughout the country since federal matching began in the early 1970s.


Modern streetcars, similar to those used in Portland, OR, could have been in service as early as 2005 had Hamilton County voters approved MetroMoves in 2002. Photograph provided by John Scheinder.

The first light rail line to be built was the system’s “trunk”, a line connecting Downtown and Xavier University on Gilbert Avenue and Montgomery Road. At Xavier, three suburban light rail lines were planned to converge on a trio of abandoned or lightly used freight railroad right-of-ways.

The first to be built would have been the northeast line through Norwood to Pleasant Ridge and Blue Ash. It was expected that the second line would be one incorporated into a rebuilt I-75; however that highway project has now been pushed back past 2020, meaning the Wasson Road line to Hyde Park likely would have been built soon after the line’s abandonment in 2009.

Renovating the Central Parkway Subway
Lost in the rhetoric employed to defeat MetroMoves was perhaps its most intriguing feature: a plan to renovate and at last put into use the two-mile subway beneath Central Parkway. This tunnel was built between 1920 and 1922 as part of the Rapid Transit Loop, a 16-mile transit line that would have connected Downtown with Brighton, Northside, St. Bernard, Norwood, Oakley, and O’Bryonville. Construction of the Rapid Transit Loop ceased soon after the Charterite ouster of the Boss Cox Machine and never resumed.

Three subway stations at Race Street, Liberty Street, and Brighton were to have been renovated and put into use as part of the 2002 MetroMoves plan. North of the subway’s portals, the line would have traveled on the surface to Northside, then entered I-74’s median near Mt. Airy Forest. Park & Ride stations were planned in the I-74 median at North Bend Road and Harrison Avenue/Rybolt Road in Green Township.

A fifth light rail line, requiring construction of four miles of new track, was planned to connect Northside and the Xavier University junction. Trains on this fifth line would travel from the far West Side to Hyde Park on the I-74 and Wasson Road corridors.

MetroMoves failure at the polls
MetroMoves was placed on the November 2002 ballot by SORTA in anticipation of a new federal transportation bill in 2003. What became known as SAFETEA-LU, a $286.4 billion measure, was not passed until 2005. Although SORTA’s board had the authority to place a transit tax on Hamilton County’s ballot in the years before the federal transportation bill was passed, MetroMove’s 2002 defeat was so lopsided (161,000 to 96,000 votes) that the regional transit authority choose not do so.

When speaking with those affiliated with the 2002 MetroMoves campaign, the failure of the ballot issue is usually attributed to four key factors:

  1. Anti-tax mood caused by the 1996 stadium sales tax and ensuing cost overruns
  2. 2001 Race Riot
  3. The MetroMoves campaign was thrown together quickly during summer 2002. SORTA’s board did not vote to place the issue on the ballot until August 20.
  4. A dirty opposition campaign comprised of Hamilton County Auditor Dusty Rhodes (D), Commissioner John Dowlin (R), Commissioner Phil Heimlich (R), and Congressman Steve Chabot (R).

The opposition campaign was led by Stephan Louis, who in late 2002 was reprimanded for false statements made during the campaign by the Ohio Elections Commission. Nevertheless, as a reward for his work in opposing MetroMoves, he was soon after appointed to SORTA’s board along with fellow public transit opponent Tom Luken in 2003.


Opponents to the 2002 MetroMoves campaign were accused and found guilty of using unethical campaign tactics. Newspaper image taken from a 2002 issue of CityBeat.

In 2006, Louis came under fire for having written racist and anti-public transportation emails and was forced off the board soon after. He reappeared to campaign in support of COAST’s anti-streetcar Issue 9 in 2009 and Issue 48 in 2011.

Another MetroMoves?
In 1972 when Cincinnati voters approved the .3% earnings tax that enabled creation of a public bus company, it was expected that city funding would be temporary and Hamilton County would eventually fund the region’s public transportation. Instead, nearly 40 years later, Cincinnati’s bus company is still funded only by the city and therefore provides only limited service outside city limits.

Ten years after the defeat of MetroMoves, despite a tripling of gasoline prices and the viability of transit systems proven by an increasing number of mid-sized American cities, it seems unlikely that a similar effort stands a chance of passage in Hamilton County in the immediate future. Many of the same public figures who opposed MetroMoves ten years ago have acted repeatedly in the past five to obstruct Cincinnati’s current streetcar project.

Furthermore, since the election of President Barack Obama (D) in 2008, the Tea Party has fomented an irrational suspicion of local government, and local anti-tax groups have authored intentionally misleading ballot issues. Meanwhile our local media, especially talk radio, continues to harass public transportation at every opportunity.

The way forward for the Cincinnati area has, since 2007, been the City of Cincinnati by itself. Despite the efforts of politicians, anti-tax groups, and utility companies to stop Cincinnati’s streetcar project, it broke ground in early 2012 and track installation will begin next year. Along with ongoing demographic shifts within Hamilton County, the success of Cincinnati’s initial streetcar might persuade the county’s electorate to approve county funding of public transportation for the first time.

The race for America’s fastest broadband speeds

Last year Google selected Kansas City as the location for its first attempt to connect homes to its own fiber-optic network. Other than Kansas City, New York City is also trying to ramp up its Internet speeds to compete with cities like Amsterdam, Barcelona, Moscow, Singapore and Toronto. With this Internet speed race in full gear, where does Cincinnati stand? More from Next American City:

Here in Kansas City, Google is in the early stages of an experiment. The stated goal: To learn what there is to know about making high-speed broadband faster, cheaper and ubiquitous. Called Google Fiber, it’s the most ambitious fiber-to-the-home project in the country. Here in the geographic middle of America, at least this moment in time, these paired cities will have the fastest, broadest broadband network in the U.S.

For Kansas City, the dream is of a gigabit of connectivity in every pot, enough to bring into being remote medical screenings, digital coursework from anywhere in the world, fire departments equipped with 3-D building plans and immersive video gaming — enough to transform two mid-sized heartland cities into a 21st-century hub of the digital-age economy, a hotbed of innovation and growth.

New Orleans streetcar line to get Super Bowl debut

New Orleans is poised to host the Super Bowl for the 10th time this February, and the first time since Hurricane Katrina devastated the city. One of the many things The Big Easy is doing to prepare for the Super Bowl is accelerate the extension of its streetcar line in order to open it in time for the visiting crowds. More from USA Today:

For many locals, the streetcar is seen as more than a show of Super Bowl pizzazz. On Canal Street, travelers will be able to hop onto other streetcars and get to the nearby French Quarter, the National World War II Museum, the Cemetery District, the oaks of Audubon Park, the mansions of St. Charles Avenue and the art museum, golf courses and lagoons of City Park.

Funding comes from a $45 million federal transportation grant. The U.S. Department of Transportation is funding similar lines in other cities to connect long-distance railway travelers to streetcars. The target is a traveler like Lawrence Freeman, a 50-year-old photographer from Seattle. He had recently arrived at the Union Passenger Terminal by train from Washington, getting in late one evening. He walked from the train station to his hotel.