Dayton Secures $1M in Capital Funding to Launch Bike Share System in Spring 2015

Dayton Bike Share MapThe City of Dayton, in collaboration with Bike Miami Valley, Downtown Dayton Partnership and the Miami Valley Regional Planning Commission (MVRPC), plans to start a bike share program in the spring of 2015.

The system will operate similarly to Cincinnati’s planned bike share system announced this past February. The main difference between the two, however, is that Dayton has secured $1 million in capital funding to build out the initial system of more than 200 bikes and 22 stations located throughout Dayton’s center city.

According to city officials, the bulk of the capital funding will come from a grant from the Federal Highway Administration Surface Transportation Program. The City of Dayton will then provide an additional $250,000 funding for capital costs and initial operations.

The accomplishment of securing the capital funding was one not lost on those at the press conference. Scott Murphy, director of business development at the Downtown Dayton Partnership, emphasized that Dayton is the second city in Ohio to secure the capital for a bike share program.

Even though Cincinnati officials have yet to secure the capital funding for their planned bike share system, they remain optimistic they can do so and start operations in 2014 – ahead of Dayton’s planned launch early next year.

Also unlike Cincinnati where a non-profit entity will manage the system, the Greater Dayton Regional Transit Authority will take the lead in managing the program, and in selecting an operator. According to Executive Director Mark Donaghy, a request for proposals will be issued in the next three months, and an operating contract will be awarded this summer.

Dayton officials estimate that the infrastructure will be delivered this coming winter, with the program becoming operational in the months thereafter. Bike Miami Valley, a local cycling advocacy group, spurred the whole effort to bring bike share to Dayton with the preparation of a feasibility study.

Findings of the study indicated that Dayton has a higher level of suitability for a program than some similarly sized cities that already have bike share, such as San Antonio, Chattanooga and Madison, WI. The study also estimated that Dayton’s system would handle approximately 50,000 to 70,000 annual bike share trips.

Local leaders are giving the program enthusiastic support.

“Bike share is a natural extension of our transit system,” stated Donaghy, who went on to say that the RTA was the first transit system in Ohio to equip its full fleet of buses with bicycle racks.

Such efforts to embrace bicycling have made Dayton a bronze level Bicycle Friendly Community, as rated by the League of American Bicyclists. Community leaders in Dayton, however, intend to become reach the platinum rating by 2020.

Brian Martin, Executive Director of MVRPC, stated that the program will expand and enhance existing services of the Regional Transit Authority, while also helping reduce auto dependency. In part due to the study conducted by Bike Miami Valley, and the tangible changes taking place in Dayton’s center city, local leaders say they knew this was the right decision.

“The number of housing units in downtown Dayton has doubled in the last 10 years,” Dayton Mayor Nan Whaley told UrbanCincy. “We know this is what people want.”

Take a Look at CVG’s Abandoned Concourse C Through Ronny Salerno’s Lens

Ronny Salerno has established himself as one of the region’s best photo journalists. He covers the stories not often given light in the typical news cycle. The stories he publishes on his website, Queen City Discovery, aren’t often current events, but they are always topical.

One of his more recent features that garnered national attention uncovered the history of a ghost ship left stranded downstream from Cincinnati in a small tributary to the Ohio River. Salerno has become well-known for his thoughtful coverage of abandoned buildings and their stories they hold.

The most recent feature of his looks at the now abandoned Concourse C at the Cincinnati/Northern Kentucky International Airport (CVG). While Concourse C was once a symbol of CVG’s prominence and significance, it is now a visual reminder of how far the airline industry in general, and the airport in specific, have fallen over the past decade.

Regional air travel, which is what Concourse C catered to through its Comair service, is becoming more and more a thing of the past. Throughout Europe, China, Japan and Korea, where inter-city high speed rail is prevalent, regional air travel has already fallen by the wayside. In North America, inter-city bus travel has grown in popularity while Amtrak sets ridership records each year.

But still, no sign of comprehensive inter-city high speed rail seems to be anywhere in the near future for Canada and the United States. What will that mean for metropolitan regions with millions of people, like Pittsburgh, St. Louis, Cincinnati, and Cleveland, now being left off the map? Smaller regions, like Birmingham, already lack expansive air service and must rely on larger metropolitan regions nearby for service.

Many cities and regions are being left off the map and have fewer and fewer transportation options to get from one city to the next. Who knows what that will mean for these people and regions in the future, but for now please take a look back at the history and stories of CVG’s Concourse C.

The Concourse: Part 1 – Island in a Stream of Runways
The Concourse: Part 2 – Unaccompanied Minor
The Concourse: Part 3 – The Film (embedded above)

The fall of 1994 was a good time for regional airliner Comair, the company had just opened a second hub in its hometown at the Cincinnati/Northern Kentucky Regional Airport (CVG). Dubbed “Concourse C,” the building was an island in a stream of runways, accessible to passengers only via shuttle busses and the flights they arrived on. The concourse was always a center of human activity amongst the tarmac – featuring shops, eateries and over 50 gates to destinations across the continental United States.

It was a place where people reunited, strangers shared drinks between travels and employees fought the daily grind.

Comair was purchased by Delta Airlines in 2000 and both airlines plunged into bankruptcy protection by 2005. After emerging from bankruptcy in 2007, Delta began to scale back Comair flights and eventually relocated all operations to another section of the airport in 2008. Concourse C was left abandoned. In 2012, Delta completely folded Comair.

Today, Concourse C still remains out in the middle of the runways: no passengers, few visitors and closed off to the general public. It’s eerily quiet state is a stark contrast to the sea of humanity that once flowed through it. On a recent exclusive tour of the facility, I was able to make this short film in addition to several photographs.

What can UC’s School of Planning do to improve its graduates’ AICP exam pass rates?

The American Planning Association recently published their annual summary of AICP Exam pass rates of graduates from accredited planning programs, and both the University of Cincinnati’s masters and bachelors programs have once come in near the bottom of their respective quartile.

While some industry professionals believe the AICP credential no longer means what is used to, it is still, by and large, the distinguishing professional certification for professional planners.

The University of Cincinnati (UC) is one of just a select group of universities in North America with accredited masters and bachelors planning programs. Between 2004 and 2013, 65 out of 100 Master of Community Planning graduates passed the exam while 34 out of 68 Bachelor of Urban Planning graduates achieved a passing score. The total number of graduates taking the exam for both programs ranks them in the first and second quartiles respectively.

AICP Exam Pass Rates - Bachelor Programs
AICP Exam Pass Rates - Masters Programs

But while the overall number of planning students graduating from the University of Cincinnati’s planning programs is one of the highest in North America, their AICP Exam pass rates of 65% and 50% rank them near the bottom of their respective peers. These average scores also place both programs below the mean pass rate of 71% for accredited planning programs.

“The pass rates for both the MCP and BUP programs are very disappointing,” stated Dr. Danilo Palazzo, Director of UC’s School of Planning. “We have already met with the leadership from the Cincinnati section of APA Ohio and are devising a plan to make our students better aware of the topics covered by the AICP exam.”

One of the ways in which UC officials are hoping to improve this standing is by instituting a new course that would provide an AICP overview for those approaching graduation. The new course, however, does not yet have funding to support it twice per year as envisioned.

“I would like to believe that the pass rates are not a good reflection of the caliber of the professional planning education offered by our programs, though I will not make excuses. These low pass rates are unacceptable,” Dr. Palazzo emphasized. “We are very much open to the comments and suggestions from members of the AICP community, and would appreciate any actionable suggestions from your readers.”

Ohio State University’s Master of City and Regional Planning program, meanwhile, was the only other program in Ohio to be ranked. Its graduates passed the AICP Exam 75% of the time.

EDITORIAL NOTE: UrbanCincy’s owner and managing editor, Randy Simes, is a 2009 graduate of the UC’s Bachelor of Urban Planning program, and UrbanCincy’s local area manager, John Yung, is a 2013 graduate of UC’s Master of Community Planning program. Neither John nor Randy has applied to take the AICP exam.

Hamilton County Posted Largest Population Gain in Cincinnati MSA in 2013

New population estimates released by the U.S. Census Bureau last week show that Hamilton County’s population slide has ended and that the Cincinnati metropolitan region remains the largest in Ohio, Kentucky and Indiana with more than 2.1 million people.

In 2013 Hamilton County added more than 2,000 new people – making it the biggest gainer in the 15-county tri-state region. Warren County came in a close second with just under 2,000 new people.

Boone and Kenton Counties in Kentucky and Clermont County in Ohio also posted population gains of more than 1,000 people. Meanwhile five rural counties in the region saw their population decline, with Brown County in Ohio losing the most at an estimated 165 people.

The Cincinnati region as a whole is estimated to have added just over 8,000 residents in 2013.

Cincinnati MSA Population Changes 2010-2013

Over the past year, the region also posted gains in terms of international migration, but saw continued losses for domestic migration. Net migration to the Cincinnati region was actually negative, but thanks to births significantly outpacing deaths, the region was able to post its overall population gain.

When compared to Columbus and Cleveland, Cincinnati lags in terms of international migration numbers.

Columbus, meanwhile, is the only region out of the big three in Ohio that posted gains in both international and domestic migration – making it the only metropolitan area in the state to have positive net migration in 2013.

Regionally, Hamilton County was the only county to see more than 1,000 new international migrants. But at the same time, Hamilton County also recorded the largest domestic migration loss of any county in the region.

While most all of Hamilton County’s population gains can be attributed to births exceeding deaths, approximately half of Warren County’s gain can be attributed to its positive net migration over the past year. Aside from Warren County, only four other counties in the region experienced positive net migration.

Ohio Metropolitan Region 2030 Population Projection

The population estimates continue to look bad for Cleveland, which recorded regional population loss once again. Since the 2010 Decennial Census, Cleveland has posted average annual population losses of 0.2%, while Cincinnati and Columbus have posted gains of 0.4% and 1.1% respectively.

Should these trends hold over the coming years, Columbus will follow Cincinnati’s lead and pass Cleveland, once the state’s most populous metropolitan region, in terms of overall population by 2017.

Due to the faster growth taking place in Columbus, it will also eventually catch and pass Cincinnati as the state’s most populous region a decade from now. Cleveland, meanwhile, will see its regional population dip below two million in 15 years.

A long forecasted but yet realized trend appears to be taking hold in the second decade of the new millennium. Instead of cities bleeding population to suburban areas, rural areas are now losing their population to suburban areas while cities hold on to their core population while also continuing to attract international and some domestic migrants from suburban and rural areas.

The Decennial Census in 2010 was a splash of cold water for many cities, including Cincinnati, who had thought that they had already reversed decades of population loss. Perhaps these new trends, now being realized, will finally result in the population gain so many cities have been longing for in 2020.

Data Suggests Peak Vehicle Miles Traveled Was Reached in 2007

Whether it is widening Martin Luther King Drive, adding a new interchange, building a new bridge, or adding additional capacity to existing streets throughout our cities, we always hear of the robust traffic growth that is anticipated. If nothing is done, then our communities would be stuck in gridlock.

But how have these projections actually measured up?

According to data from the Federal Highway Administration (FHWA) and cross examined with data from the U.S. Census Bureau, the traffic growth projections made by departments of transportation all over the country have been wildly off-base for the past decade.

National VMT (Actual) National Per Capita VMT

Since the 1980s, traffic on our roadways, as measured by vehicle miles traveled (VMT), has increased by approximately 2.5% annually. That is until the early 2000s when that trend changed rather abruptly. Since 2007, actual VMT has decreased approximately .3% annually. Meanwhile, per capita VMT has fallen sharply.

Many analysts have noticed the trends, but have been cautious to make any judgments about them due to the fact that the change took place around the same time as the Great Recession. The common thought was that people without jobs drive less. Even though most economists, however, have noticed a rebounding economy over recent years, both actual and per capita VMT continues to decline.

The persistent trends may in fact be the new normal for America as Baby Boomers retire and Millennials and subsequent generations continue their pivot away from personal automobile use. If this is the case, it appears that the United States hit peak VMT in 2007.

The implications pose serious policy questions. Presently, most departments of transportation spend most of their money annually on new capacity projects, while letting existing infrastructure crumble. Some policy makers and organizations, like Smart Growth America and President Obama (D), who first proposed such a program during his 2013 State of the Union Address, have advocated for a shift in this position to a ‘Fix-It-First’ approach.

Time will only tell what future trends will show. But as of now we are experiencing, for the first time in our nation’s history, a constant period of decline in terms of the amount of driving we are doing.

Will Detroit actually demolish 117,000 buildings over the next five years?

At the end of 2012 we sounded the alarm about a new grant from the State of Ohio that would allow for Hamilton County leaders to demolish approximately 700 buildings in the name of blight removal. Well try this on for size: the City of Detroit has proposed increasing its blight removal budget so that it can demolish 400 to 450 buildings a week over the next five years. For those keeping score, that would be anywhere from 104,000 to 117,000 total demolitions. More from The Detroit News:

Orr filed his debt-cutting plan of adjustment last month in U.S. Bankruptcy Court and continues to meet opposition from retirees and other city creditors, but says his main focus is getting Detroit on track for its 700,000 residents.

Orr’s plan calls for the infusion of $1.5 billion into capital improvements over the next decade. Among them is an ambitious plan to target Detroit’s blight that Orr insists is “doable.” Orr dedicated about $520 million to blight removal over the next five years. The funding would ramp up demolitions from 114 a week to between 400 and 450.