PHOTOS: Metro Partners With Richard Renaldi on ‘Touching Strangers’ Bus Shelter Exhibit

As part of the latest partnership of the Southwest Ohio Regional Transit Authority (SORTA) and ArtWorks, 60 bus shelters throughout the city of Cincinnati now feature photographic portraits of local residents, part of a project by nationally renowned photographer Richard Renaldi.

Due to a 2013 decision by Cincinnati City Council to prohibit advertising in the city right-of-way, SORTA as been left with the question of how to fill sign panels in Metro bus shelters. Last year, the transit agency partnered with ArtWorks to present a series of graphic prints, inspired by works of literature, on 24 bus shelters.

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This year the entities have again teamed up to present Touching Strangers: Cincinnati. This project is also part of the 2014 edition of Fotofocus, a biennial celebration of the art of photography.

Originally from Chicago, Renaldi now works out of New York, and his work has been exhibited in galleries and museums around the world.

Renaldi took the photos during a June visit to the city. Residents of Cincinnati area posed for the photos; most feature two people, but in several of the images three are included. The subjects were strangers to each other, having met only for the taking of the pictures, yet are positioned in poses in that suggest a level of intimacy.

Four ArtWorks youth apprentices and two local professional photographers worked with Renaldi and produced additional Touching Strangers portraits.

Renaldi and several of the apprentices dedicated the collection of photos at an event on October 16 at a shelter on Sycamore Street downtown. On hand was a Metro bus that has been wrapped with one of the images from the collection.

Many of the shelters featuring the portraits are centrally located downtown and in Over-the-Rhine, the West End, and Uptown, but others are scattered around the city in neighborhoods such as Westwood, Roselawn, and Oakley.

EXCLUSIVE: Donald Shoup Talks Parking Policy, OTR Permit Fees With UrbanCincy

Donald ShoupIn advance of his lecture Tuesday at the Mercantile Library, UrbanCincy was able to get an exclusive interview with Dr. Donald Shoup to discuss a variety of issues ranging from Cincinnati’s own parking management efforts, the controversial OTR Parking Permit proposal and how parking reform is changing with the emergence of ride sharing services.

The digital interview took place on Thursday, October 23 and included the following discussion.

John Yung: Last year the City of Cincinnati almost committed to leasing its parking meters and some garages to a private corporation (Xerox) for a lump sum payment and yearly revenue for 40 years. What are your thoughts on cities attempting to lease or sell their parking assets to generate revenue?

Donald Shoup: Like burning all the furniture to stay warm on a cold night, selling a city’s parking meters for an upfront payment to cover current operating expenses is a bad idea. Some cities are considering more farsighted parking contracts that share the annual revenue rather than maximize the upfront payment. A contract with a professional operator who meets performance pricing goals and shares the resulting revenue with the city can give the city two big advantages: a well-managed parking system and a perpetual stream of income.

For example, a city can require its private contractor to set meter rates that keep the curb occupancy rate between 75% and 95% on every block for at least a certain number of hours every day, with penalty payments for failure to meet the occupancy goal. If professional operators can manage parking more effectively and at lower cost than cities can, private contracts with performance goals can be a good deal for almost everyone.

Xerox already manages the prices for on-street parking in downtown Los Angeles, and the program is a great success. Charging the right prices for curb parking produced some surprising benefits. The Express Park program showed that many meters had been overpriced, especially in the morning. During the program’s first year, 59% of the meter prices decreased and only 29% increased. Average meter prices fell by 11% and average parking occupancy increased by 17%. Total meter revenue increased by 2.5%. Parking reform is working well in Los Angeles.

Yung: Cincinnati political leadership is currently looking at increasing meter rates, hours and implementing a residential parking plan for Over-the-Rhine, a neighborhood that is next to the central business district. The residential permits are proposed to be $300 a year, which will be the highest permit price for on-street parking permits in the country if implemented. The neighborhood is very walkable; however, many employment centers and retail destinations are not very accessible by transit therefore many residents of OTR still have to drive.

Do you think that this is a fair market price for a neighborhood in a city like Cincinnati where approximately 10% of the population utilize some form of alternative transportation?

Shoup: The proposed price of $300 a year for a residential parking permit seems chosen to generate revenue rather than to manage parking. It is less than $1 a day, but an on-street parking permit may not be worth even that low price to some residents. I would instead aim for the fair market price, which means the price at which demand equals the available supply.

Yung: The city is currently in the midst of a zoning code rewrite and the topic of parking requirements is up for debate. Last year the city eliminated parking requirements in the CBD and OTR; however, there is little appetite from city leaders and planners to expand the effort to other areas.

In discussions, some developers advocated for parking requirements as a way to protect on-street parking impacts around the University of Cincinnati and other high-traffic commuter areas. They argue that there are not enough parking options in the area and other developers, eager to cut costs by cutting out parking if the requirement is eliminated, would incidentally create more demand for scarce on-street spots for students and visitors.This is similar to a debate in Portland regarding high-density apartments. What would your response to this be? Are there instances where you think parking requirements would need to be preserved?

Shoup: If Cincinnati uses fair market prices to manage on-street parking – the lowest prices that will leave on or two open spaces on every block at every time of the day – it won’t have to require off-street parking spaces for every land use. If the government regulated any other aspect of our lives as precisely as it regulates the number of off-street parking spaces everywhere, everyone would join the Tea Party.

Yung: Futurist seems to be talking about driverless cars as a way to streamline commutes for suburbanites however there is also some discussion on utilizing them as a automated taxi service in cities. What are your thoughts on driverless cars and what do you think their impacts will be on cities and parking reform?

Shoup: I don’t think driverless cars will have a big impact on cities during my lifetime. I do think that Uber, Lyft, Zipcar and the like are already having a big impact.

Yung: Can you elaborate on how car sharing services are impacting the parking demand market in cities?

Shoup: Uber, Lyft, and Zipcar reduce parking demand because they can substitute for a second car or even a first car for some families. Several studies of carsharing services like Zipcar have found that each shared car replaces between 9 and 13 privately owned cars because carshare members reduce the number of cars they own or avoid buying a car as a result of joining. Here is the link to a recent article about how carsharing reduces vehicle ownership and thus parking demand. And here is the link to another article about how dedicating an on-street parking space for a shared car reduces the demand for car ownership and thus parking demand.

Yung: SFpark has been widely discussed as a success in national urban blogs. Do you think this system is the ideal model for ensuring demand driven market pricing for parking in cities? Are there any suggestions that you would make to change or improve this system?

Shoup: SFpark, San Francisco’s new pricing program, aims to solve the problems created by charging too much or too little for curb parking. If the price is too high and many curb spaces remain open, nearby stores lose customers, employees lose jobs, and governments lose tax revenue. If the price is too low and no curb spaces are open, drivers who cruise to find an open space waste time and fuel, congest traffic, and pollute the air. SFpark bases the price adjustments purely on observed occupancy.

Planners cannot reliably predict the right price for parking on every block at every time of day, but they can use a simple trial-and-error process to adjust prices in response to occupancy rates. This process of adjusting prices based on occupancy is often called performance pricing. Beyond managing the on-street supply, SFpark helps to depoliticize parking by setting a clear pricing policy.

San Francisco charges the lowest prices possible without creating a parking shortage. Transparent, data-based pricing rules can bypass the usual politics of parking. Because demand dictates the prices, politicians cannot simply raise them to gain more revenue. Here is the link to a short article that explains SFpark.

Immediately after conducting this interview with Dr. Shoup, it was revealed that many recently constructed parking garages in Portland, as required by law, are now sitting mostly empty.

Dr. Donald Shoup’s lecture at the Mercantile Library will take place tomorrow at 6pm. The Mercantile Library is located less than a block south of Government Square and is accessible by a plethora of Metro Bus routes. It is also located near the Fountain Square Cincy Red Bike station.

Can Metro, Megabus Come to Terms on Moving the Intercity Bus Operator Into the Riverfront Transit Center?

Following the announcement last week that Megabus would relocate its downtown Cincinnati stop to a parking lot at 691 Gest Street in Queensgate, there has been a new round of public calls for the intercity bus operator to move its stop into the underutilized Riverfront Transit Center.

The move is just the latest in a series of moves after Megabus was forced out of its original stop at Fourth and Race due to construction taking place at Mabley Place, and complaints from neighbors about noise and loitering. Those complaints have since plagued Megabus as it has tried to find a new stop somewhere in the center city.

Perhaps the most troublesome complaint has been allegations of public urination at Megabus stops by their riders. As a result, city leaders have been looking for a more permanent stop location that includes public restrooms. This has led to a number of people to suggest Findlay Market and the Horseshoe Casino, near the existing Greyhound station, as possible locations.

But through all of this there appears to be a growing sentiment that the Riverfront Transit Center be used not only to accommodate Megabus, but all intercity bus operators serving Cincinnati.

“There is, of course, plenty of parking available, and riders can wait in a safe and secure enclosed area, out of the elements and with restrooms available,” stated Derek Bauman, urban development consultant and chairman of Cincinnatians for Progress. “Megabus will benefit by finally having a permanent home that was built for just this purpose.”

In addition to there being plenty of parking nearby, the Riverfront Transit Center, designed to accommodate up to 500 buses and 20,000 passengers per hour, also has plenty of capacity.

Beyond Megabus, there may be an even greater upside for other operators, like Greyhound and Barons Bus, to relocate into the Riverfront Transit Center.

“Greyhound could benefit by moving from and selling its current location near the casino, which would then be ripe for development as a hotel or other higher use. This would also save the company millions in capital dollars to fund needed upgrades and rehab of the current facility.”

As has been noted by Vice Mayor David Mann (D), someone who has served as a leader on trying to find a solution to this problem, there are difficulties with getting Megabus and others into the transit center neatly tucked beneath Second Street.

The Riverfront Transit Center is technically owned by the City of Cincinnati and operated by Metro, which uses the facility Metro*Plus layover, special events and leases some of its east and west aprons for parking. According to transit agency officials, these operations generate approximately $480,000 in annual revenue and net roughly $170,000 in annual profit for Metro.

Therefore, any new operators or changes to this structure would not only present logistical issues, but also potentially negatively affect Metro’s finances unless new revenues are collected – something Megabus has not been particularly keen of thus far.

“It’s our understanding that Megabus pays a fee to share transit facilities in other cities,” Sallie Hilvers, Metro’s Executive Director of Communications, told UrbanCincy. “As a tax-supported public service, Metro would need to recover the increased costs related to maintenance, utilities, security, etc. from Megabus, which is a for-profit company.”

Hilvers also stated that while Metro is open to the idea, that there would also be some legal and regulatory issues that would also need to be addressed.

Nevertheless, the Riverfront Transit Center seems to be the logical place to consolidate intercity bus operators. The facility is enclosed, includes bathrooms, waiting areas, is centrally located and within close proximity to other transportation services such as Government Square, Cincinnati Streetcar and Cincy Red Bike.

“Welcoming visitors to Cincinnati at the RTC at The Banks showcases our city and is much more welcoming than a random street corner in Queensgate outside of downtown,” Bauman emphasized. “This just makes sense, it’s as simple as that. Everyone involved should continue do whatever is necessary to come to an agreement and make it happen.”

EDITORIAL NOTE: Cincinnati Vice Mayor David Mann (D) did not respond to UrbanCincy‘s request for comment on this story.

Collective Espresso to Open Second Location in Northside Later This Fall

Northsiders will soon have another place to get their coffee fix. Collective Espresso is expanding from one slightly hard to find location to a second, with the new Collective Espresso Northside opening this fall in the space previously occupied by Cluxton Alley Coffee Roasters.

It is a strange location, with the side entrance between Fabricate and Happy Chicks Bakery on Hamilton Avenue, but the main entrance accessed from a courtyard at Vandalia Avenue and Cluxton Alley.

The fact that the roof of half of the room is made of glass further highlights how unusual the space is. It feels like a secluded garden cottage that just happens to have a sharp new coffee shop with first class coffee, and is somehow calmly tucked away just steps from the bustle of Hamilton Avenue.

Anyone familiar with the original Collective Espresso, on Woodward near Main Street in Over-the-Rhine, will recognize that the new space is run by the same people.

Owners Dustin Miller and Dave Hart say that they wanted the new shop to have the same philosophy, but with slightly different methods. Where the original location has clean lines but skews rustic, the new location is almost modernist, with white tile and smooth wood counters instead of the barnwood of the original location.

There will be seating at the bar and a few tables, but not much of it. The owners expect the shop to seat about 12 people, similar to their OTR location.

Miller and Hart say that Collective Espresso Northside will feature a Synesso three group espresso machine made in Seattle, and will have coffee from Deeper Roots in Cincinnati, Quills in Louisville, and a rotating cast of national roasters including Intelligentsia, Kuma, Herkimer, Madcap, and Four Barrel. They say they will also use Hartzler Milk from Wooster, Ohio.

While Collective Espresso naturally specializes in espresso drinks and pour over coffee, the Northside location will utilize French Press coffee instead of the Chemex method used in Over-the-Rhine.

Similar to Over-the-Rhine, though, the owners say that Northside has a lot going for it and wanted to be part of the progress.

“We feel like there is a lot of momentum in Northside,” Hart told UrbanCincy. “It’s nice to have new neighbors like The Littlefield in addition to places that have been at it for years like Melt, Picnic + Pantry, and Northside Tavern.”

As with the OTR location, many of the decorations and accessories will be supplied by local businesses, with the frames done by Frameshop, the plants done by Megan Strasser at Fern Studio, the terrariums built by Jessie Cundiff, the signs done by Ink & Hammer, and the aprons made by Noble Denim.

Collective Espresso Northside will open later this fall, and have hours of operation from 7am to 4pm on weekdays and 8am to 4pm on weekends. Cluxton Alley Coffee Roasters, meanwhile, will continue to sell coffee at Picnic + Pantry, Fabricate, and at the Northside Farmer’s Market.

3CDC acquires three key properties from affordable housing developer

The Cincinnati Center City Development Corporation (3CDC) has made a somewhat major move in acquiring three new properties in the heart of Over-the-Rhine south of Liberty Street. While many neighborhood leaders are cheering the move, some others are expressing concern over the acquisition of properties that have been housing low-income residents. More from the Business Courier:

Anastasia Mileham, vice president of communications for 3CDC, said the three buildings have about 80 apartments, 16 of which were vacant when 3CDC purchased the properties earlier this month. “They are pretty significant problem buildings,” Mileham said. “Lots of calls for service, lots of criminal activity, gun activity. They are problem properties for the neighborhood. The residents have voiced an interest in moving out of these problem spaces.”

3CDC is working with the Model Group, the Community Builders, Affordable Housing Advocates Cincinnati and Legal Aid Society of Greater Cincinnati to help current residents of the buildings find new homes. Some residents have already found other living situations.