Month: October 2010

Categories
Arts & Entertainment Business News

New documentary to tell story of Over-the-Rhine’s dramatic rebirth

Many have noticed the dramatic changes taking place throughout Cincinnati’s historic Over-the-Rhine neighborhood. Hundreds of new residents, scores of new businesses, and a new sense of neighborhood pride has come over what used to be one of the city’s most crime-ridden areas that also happened to have some of the greatest potential.

For decades the neighborhood’s unique architectural collection and historical importance to not only Cincinnati, but the United States in general, has intrigued those interested in urban revitalization. And the fact that the neighborhood was able to largely survive an era of demolition and “urban renewal” is especially significant to those now looking at the neighborhood in a new light.

Some of those individuals include a group of filmmakers who are in the process of documenting the changes taking place in Over-the-Rhine for a new documentary they hope to release in late 2011.

“When I started talking about this incredible neighborhood I had known since I was a child we realized that there might be a story to tell,” explained Joe Brinker, co-producer of Rebirth of Over-the-Rhine. “We started looking around and we found we were right at the beginning of this push. The history of the neighborhood, combined with its present-day components, really helped to make the story.”

Brinker says that the documentary group began tossing around the idea of an Over-the-Rhine documentary back in 2007 after he had initially suggested a few film ideas from conflict zones like Afghanistan, Macedonia, Kosovo, and Pakistan where he had been working.

He says that within two weeks of settling on the Over-the-Rhine documentary idea that they had begun filming and talking to developers, shop owners, residents, the homeless, and neighborhood leaders like Jim Tarbell. The team then tapped Cincinnati-based film director Melissa Godoy to oversee the production of the documentary.

“We hope to show both the actual attempt to bring the neighborhood back against the context of different personalities that exist in the neighborhood in the form of developers that may be realizing a life-long dream or poor residents that may also be experiencing change,” Brinker told UrbanCincy. “And I don’t think we could have found a better director within 500 miles of Cincinnati to help achieve this.”

Godoy is not new to Cincinnati or the historic neighborhood. The award-winning director has produced programs for the National Underground Railroad Freedom Center, Cincinnati Art Museum, and Cincinnati Ballet. Godoy also recently completed a documentary on the late Erich Kunzel, and has won two regional Emmy awards.

Brinker says that filming is planned to continue over the next six to twelve months as several other significant events are scheduled to take place that help to further illustrate the rebirth taking place in Over-the-Rhine. But he emphasizes that what makes the film special is the attention paid to the human element.

“The documentary is all about people working towards something positive within a larger attempt to bring back the neighborhood,” Brinker explained. “Everyone in the neighborhood really seems to care and have the interest of the neighborhood at heart, and this is the story we are trying to tell.”

The high-definition production thus far has tallied up more than 150 hours of footage, and has been completely funded through private donations. The group says that contributions made to the film will help determine its final production quality, and they are encouraging Cincinnatians who are interested to attend an upcoming fundraiser that will be held at Rookwood Pottery on November 12.

Categories
Development News Politics Transportation

Induced Traffic Demand Works Both Ways

There is a popular saying that circulates in urban planning circles: “Widening roads to solve traffic congestion is like loosening your belt to cure obesity.”  Planners have shown over the past few decades that adding lanes to roads, while temporarily increasing flow, does little to address congestion because over time traffic demand continues to climb.  To understand it better, we have to understand the basics of traffic.

There are a few factors that determine a road’s level of service for automobiles.  There are capacity, the amount of cars that can fit on the road and maintain an adequate service, and flow, the rate at which cars pass the area under study.  Adding lanes increases capacity, but as development increases, so does demand.  This translates to more car trips and more cars on the road, which in turns leads to traffic engineers recommending adding more lanes.  The cycle repeats over and over again. David Owens highlights this in his book, Green Metropolis:

“When a city’s streets or highways become crowded, for example, the standard response is to create additional capacity by building new roads or widening existing ones. Projects like these almost always end up making the original problem worse—while also usually taking years to complete and costing many millions of dollars—because they generate what transportation planners call “induced traffic”: every mile of new open roadway encourages existing users to make more car trips, lures drivers away from other routes, and tempts transit riders to return to their automobiles, with the eventual result that the new roads become at least as clogged as the old roads, though at higher traffic volumes, and the efficiency of transit declines.”

This cycle can be seen all across suburban America.  In the Cincinnati area, there are cases where planned road widenings do not even meet future demand.  Take for instance the planned expansion of I-75.  By 2020, when construction is slated to finish, the level of service for the highway is projected to be exactly the same as it is now.  Traffic Engineers explain that this is due to…rising demand from automobile use.  It is clear that as long as America continues to spend money on roads, we will continue to facilitate demand for automobiles.

Fortunately the same is true with rail transit.  As pointed out by “The Provost of Cincinnati” on the now defunct Phoney Coney blog, we need only to look at the expansion of the New York City subway out to Queens in the 1920’s as one of the many reliable examples where investing in rail transit promoted growth.

The same location in Queens in the 1920’s (left) and 1940’s (right).

Other popular cases include:

  • The Washington DC Metro spawned millions of dollars in Transit-Oriented Development from Richmond, VA and all throughout the system.  Just recently, a massive $107 million dollar TOD development has broken ground in Northeast Washington DC.
  • The Portland Light Rail and Streetcar lines revitalized the Pearl District, an aging and blighted warehouse neighborhood close to downtown (Sound familiar?).   The area has seen over $3.5 billion in development since 2001.
  • The Charlotte Light Rail spawned over a half billion dollars in TOD development along the line.

In all cases, ridership has met or exceeded projections.  If traffic engineers were applying their same thinking to these systems, they would be calling for expanding these systems further, which is what is happening.

As Dan Bertolet writes at Publicola, “…we will be faced with a choice: Continue to build more roads and thereby preclude progress on alternative transportation, or stop building roads and accept that there is a limit to the number of cars we can accommodate if we hope to a create a balanced, sustainable transportation system and the compact land use patterns that support it.”

The argument is clear, we Americans can choose to waste our money on continuing a lifestyle that has led to increased isolationism, increased obesity and stress, and longer commutes to nowhere — or we can invest in the convenience, sensible and more healthy alternative of rail transportation.

John Yung is an Urban Planner and advocate for pedestrian friendly-planning. Currently the Zoning Administrator of the City of Bellevue, KY he specializes in Land Use Planning, Form-based Codes, Floodplain Management and Urban Forestry. John is currently pursuing a Masters Degree from the University of Cincinnati’s School of Planning.

If you would like to sound off about something for UrbanCincy’s weekly op-ed column, please submit your ideas to urbancincy@gmail.com.

Categories
Business Development News Politics

Hamilton County leaders eye land banking as potential cure for area’s housing woes

Our nation’s housing crisis and subsequent economic recession has led to an enormous increase in housing vacancy, abandonment, and foreclosures across the country. Hamilton County is no exception; the crisis has left many in the region homeless and has put a fiscal burden on local governments across the region, leaving them with the multifaceted challenges associated with widespread vacancy.

In many cases, property vacancy creates a domino effect that leads to further desertion and vacant properties within a neighborhood. This not only results in less tax revenue for cities; vacant property can also lead to increased rates of crimes such as drug dealing, prostitution, and arson. Because vacant property damages are so extensive, it is becoming more and more important for a metropolitan area to have a mechanism in place to transfer vacant property to owners who can/will pay taxes and redevelop the property.

A land bank is a tool that is growing in popularity, and on Tuesday morning local governmental and nonprofit leaders met to discuss how a Hamilton County land bank should be formed, funded and operated.

In April, Ohio Sub House Bill 313 was passed, enabling Ohio counties to create a Land Bank/County Land Reutilization Corporation (CLRC). The purpose of the CLRC is to facilitate the acquisition, reclamation, rehabilitation, and reutilization of vacant, abandoned, tax-foreclosed, and other real property. While there are still many steps that need to be taken before the CLRC is fully functional, county officials are hoping to have the land bank chartered by the end of the year.

Although no specific funding decisions were made at the meeting, there are multiple ways the CLRC can be supported fiscally. For example, the treasurer could recapture penalties and interest on delinquent taxes and assessments on behalf of the CLRC, the group could generate revenue from the resale of rehabbed property, and/or the CLRC could be authorized to issue bonds, accept gifts, and apply for grants. The recently announced NSP3 dollars can also be used to acquire homes for the CLRC.

Not only will the land bank help to address vacancy problems regionally, it will also give local CDCs and nonprofits a chance to obtain blighted property before private out-of-town investors. With a broad jurisdiction, the CLRC will be able to acquire both mortgage foreclosed and tax foreclosed properties. Moreover, the legislation allows land banks to waive delinquent taxes owed in order to clear the title on the property. This tax abatement component is crucial because often the taxes owed on abandoned property are more than the property’s actual market value.

At Tuesday’s meeting, there was a clear consensus that the land bank not just be a pilot program, but instead be a comprehensive and wide-ranging tool that helps to alleviate one of our region’s most pressing problems.

“The Board of County Commissioners want to ensure that the way this is set up is consistent with the community’s vision,” Assistant Hamilton County Administrator Jeffery Aluotto stated on Tuesday. “Land banking holds a great deal of promise as a means of addressing the increase in vacant housing stock we have seen since the recession, and the direct impacts that those vacancies have on the quality of life and economic vitality of our communities.”

With successes in Cuyahoga County and Gennessee County, Michigan, local leaders have high hopes for the potential impact that the CLRC can have on our region.

UrbanCincy will continue to follow this story as it progresses in the coming months.

Categories
Business News Transportation

Local carsharing program may soon get rolling in Cincinnati

A group of young leaders in Cincinnati believe it is long past time for the city to have a carsharing program of its own. The group of individuals make up the Transportation Committee of the Young Professionals Kitchen Cabinet (YPKC) which provides policy ideas and suggestions to Mayor Mallory that will help to both attract and retain young talent.

The idea for carsharing comes from a growing number of people either going car-free or car-light. What makes the issue particularly relevant to the YPKC is the fact that young people seem to be leading that trend. Nationally, the percentage of 16-year-old drivers with licenses has decreased from 41 percent in 1996 to 29.8 percent in 2006, and in Ohio that number has dropped five percent since 2000 alone according to the state Department of Public Safety and U.S. Census Bureau.

“This isn’t a very controversial topic, and many cities our size that don’t have transportation options beyond buses are able to make carsharing work,” said Chad Schaser, YPKC Transportation Committee member. “What they have realized is that you can create a successful program by starting around universities and the center city, where the number of people owning automobiles is historically lower, then work your way out from there.”

According to Schaser, their push for a carsharing program in Cincinnati could come in a number of forms. One option, he says, is to attract an existing carsharing service like Zipcars to the region.

“We first started working on the idea of a carsharing program in 2008 and really began in earnest this year,” Schaser explained. “Through our research we looked at locally run programs in Cleveland and Pittsburgh and we wanted to figure out how to recruit a carsharing program to Cincinnati, but we did not get a great response.”

Once the group discovered the likelihood of attracting a major carsharing provider to Cincinnati was low, they decided to shift their attention to figure out how to start a local carsharing program similar to those in Cleveland and Pittsburgh. The group then took six months to study the feasibility and put numbers together that would help generate a basic business plan.

The draft business plan put together by the group says that an initial 20-car fleet with some 500 members makes operations quite feasible, but Schaser says the real trick is coming up with the initial capital needed which they project to be around $250,000.

“If we can make this sustainable then there’s not going to be much opposition. Our goal is to make a program work here that won’t require taxpayer or major funding to make it happen.”

One way to get things going, Schaser says, is to get large employers to sign on as a charter member thus providing an upfront base of users. Once such member could be the City of Cincinnati which could be able to save millions of dollars annually by ridding itself of vehicle ownership and maintenance. After selling 329 vehicles, the City of Philadelphia was able to save $6 million through lower insurance costs, less use, and less abuse in just three years with its partnership with Philly CarShare.

But beyond landing an initial charter member, the committee feels like there will be some work in making Cincinnati a better place to live either car-free or car-light.

“In Cincinnati people are addicted to their automobiles,” exclaimed Schaser. “We think that the Cincinnati Streetcar will be well-used, and marrying a carsharing program with our existing and future transit options will help create a lesser dependence on cars.”

Right now the committee is conducting an online survey to gauge initial interest levels in Cincinnati.  The survey can be taken through December 1, 2010.  At that point Schaser says that the group hopes to take the idea and preliminary business plan to City officials for further development.

Categories
Business News

UrbanCincy programming note for rest of 2010

For nearly three-and-a-half years I have worked to grow UrbanCincy while also growing myself both professionally and personally. Early rants have turned into breaking news and what I hope is unique insight about Cincinnati’s urban core. Over that time there have been other changes including the site’s contributing members, the amount and quality of content, and the location in which I have run things.

Since June 2009 I have been living full-time in Atlanta where my full-time job is also located. This lesser known fact was not meant to be secretive, nor was it meant to be advertised. It simply was what it was.

Now, however, another change will be taking place. Over the next two months I will be living and working in Seoul, South Korea full-time. This new job assignment will keep me extraordinarily busy between now and mid-December, and will also keep me away from UrbanCincy to a certain degree. Fear not, as UrbanCincy’s contributing members have been rallied and intend on keeping the site active and interesting during this time.

During this time I hope to occasionally poke my head in and share some profound wisdom, or simply share something interesting from my urban experience in Seoul and elsewhere.

This news does not mean I will be completely absent from the site and its material, but it will mean the amount of content may decrease over the next two months. The whole point of writing this piece is to let you know that there is nothing to be concerned about as UrbanCincy will be back to its normal, and hopefully better, operations by the start of 2011. In the mean time enjoy the contributions from UrbanCincy’s highly capable team of writers and photographers.

Those needing to reach me should contact me by email at rsimes@gmail.com. For immediate needs please contact either contributing editor Travis Estell [travis.estell@urbancincy.com] or staff writer Jennifer Kessler [jenlkessler@gmail.com]. Thanks again for reading UrbanCincy and supporting Cincinnati. Cheers.