Category: Development

Categories
Development News Politics Transportation

The 3C Corridor and its impacts on Cincinnati

Representatives from the Ohio’s Department of Transportation traveled to City Hall last week to host an open forum discussing and explaining the 3C passenger rail project to Cincinnatians. This proposal will connect Cincinnati to Dayton, Columbus and Cleveland via passenger rail, and a group of about 30 people gathered at City Hall to get more information on the upcoming project and voice their opinions on the project and how it will affect Cincinnati.

The 3C representatives went through a detailed presentation outlining the plan that will be submitted to the American Recovery & Reinvestment Act for funding. If funding is approved for this project, there will be a preliminary “Quick Start” phase to get the rail up and running as quickly as possible. In this first phase it will take approximately 6.5 hours to ride the train from Cincinnati to Cleveland, with the trains reaching speeds of up to 79 miles per hour.

The eventual goal is to develop high-speed rail in Ohio, with trains traveling up to 110 miles per hour, and eventually connecting into the larger Midwest regional rail plan often referred to as the Chicago Hub. At these speeds the travel time from Cincinnati to Cleveland will be reduced to approximately 3.5 hours. Future hubs will create more stops than the six that are currently proposed. The current recommended route that will be submitted with the proposal includes hubs in Cleveland proper, south Cleveland, Columbus, Dayton, north Cincinnati, and Cincinnati proper.

So how does this affect Cincinnati? Having reliable passenger rail connecting the public throughout the state of Ohio is fantastic. Of course, high-speed rail is the preferable (and eventual) goal, but one has to wonder how effective taking “baby steps” towards rail will be as opposed to tackling high-speed rail in one fell swoop.

The biggest concern at the meeting was the location of the train station that would service the greater Cincinnati area. The research group initially picked three locations to focus on: the Queensgate area, an area near Riverside Drive/the Boathouse/Sawyer Point, or a station located farther east, near Lunken Airport. All three of these options naturally have their drawbacks. The Queensgate area already deals with large amounts of freight traffic, and the concern was that there would be too much congestion in the area to make that stop feasible.

The proposed “Option one” (Riverside Drive) area was the station that caused the most concern and alarm among residents who were in attendance at the meeting. Denise Driehaus, a state representative who hails from the West Side, voiced her concern that locating the station on the far southeast side of the City would set up obstacles for citizens traveling from the west side. It is also less advantageous from a retail and tourism perspective, as newcomers to the Cincinnati will be dropped off on the east side rather than more towards the city center.

There were several East End citizen groups who were concerned about the Option One site for different reasons. Over the course of several years, citizen groups and people from the area have worked hard to create a “Riverfront Renaissance” consisting of the network of parks and housing in that particular area. These citizens are concerned that a new diesel train station would disturb the views and tear down the aforementioned parks. All of these proposed stations are, as of now, only temporary locations. As the Riverfront Renaissance spokesman stated, “temporary’ is measured in decades in Cincinnati.”

As of the meeting, the ODOT representatives stated that they had not come to a conclusion on which Cincinnati site they would choose to include in the October 2nd proposal. However, Jason from Somewhere Over-the-Rhine cites an article from the Enquirer stating that the backlash from this open forum meeting prompted officials to choose the Lunken Airport site as opposed to the eastern riverfront area.

There are obvious drawbacks to this site as well, the most obvious being its distance from the Cincinnati’s center city and its attractions and accommodations for business and leisure travelers alike. There is also the issue of being so far away from the existing Amtrak service that connects Cincinnati with Indianapolis and Chicago to the west, and Washington D.C. to the east – both of which run out of Cincinnati’s Union Terminal in Queensgate.

What are your thoughts?

Categories
Development News Politics Transportation

What is COAST’s plan?

When discussing transit issues with people who oppose transit you often hear the statement that they’re not against transit necessarily, they just don’t like the proposed plan that you’re discussing. It’s odd, because there never seems to be a plan that these people like.

In 2002, the regional transit plan was too big for COAST’s liking, while the current streetcar proposal is too small. COAST also argues that the proposed modern streetcar (video) is in fact outdated technology since two other American cities currently have it (Portland, Seattle). After hearing these arguments I have repeatedly asked for an alternative proposal of something COAST would support.

Finally Mark Miller let me in on the “latest technology” for mass transit – low-level buses that have an overhead electric power source. The response seemed shocking given the discussion was surrounding a Midwest Regional Rail plan that Cincinnati could be left off. Also shocking was the identification of an electric-powered bus as being the “latest technology” in transit.

The Ohio Hub portion of the larger Midwest Regional Rail Plan that would connect the Midwest’s population and job centers with high-speed rail service. COAST’s Anti-Passenger Rail Amendment would prevent Cincinnati from investing in “passenger rail transportation” without first getting voter approval – a process that would leave Cincinnati out of the funding loop and off of the regional rail network.

Miller did not identify MagLev’s 300+ mph Transrapid train (video) that utilizes magnetic propulsion to avoid friction resistance and attain higher speeds, or the enhanced MagLev systems that could travel within a vacuum tube (air-less) thus avoiding the sonic boom that would come with speeds in five to six times faster than the speed of sound. A “vactrain” would be able to travel at speeds of 4,000-5,000mph at-grade and in normal conditions due to the lack of air resistance. Such a system could take passengers from New York City to London, Brussels, or Paris in about an hour, and would cost less than what the U.S. Government has recently spent to bail out our financial sector.

COAST likes to suggest that an electric-powered bus would some how serve as an alternative to a modern streetcar system. This either/or proposition is based on a false premise, that either buses or modern streetcars should be pursued. In many cities with robust transit choices you will see modern streetcars (aka trams), heavy-grade rail like subways, electric-powered buses and much more.

Buses powered by overhead electric wires run all throughout Athens, Greece. Here one of those buses is running next to a modern tram at a station near Syntagma Square.

Miller went on to clarify what he was describing with an example from Lyon, France. These buses with modern designs are sleek and are powered by electricity like modern streetcar systems, but that is where the similarities end. They still have lower capacities (unless COAST is also advocating for articulated buses), have higher maintenance costs/shorter life spans, and should be used differently in an overall transportation system hierarchy.

Modern streetcar systems aren’t pursued because they somehow represent a fascination for trains and their modern designs. Modern streetcar systems are pursued because they are the best localized transit network for cities. They run smoothly, are ADA compliant, move people very efficiently, they’re durable, produce no pollution in the direct surroundings, and they’re proven to work.

I think Cincinnati is a world-class city, and that it deserves the best. And if COAST wants to advocate for a retooled bus system that operates with an overhead electric power source then great. I will be right there to help them push for an improved bus system, but for some reason I don’t think that COAST will be so jazzed about spending money on articulated buses, real-time arrival GPS systems, overhead electric power feeds, new bus rolling stock that can utilize said power source, or dedicated right-of-way for these new and improved buses.

Categories
Development News Transportation

Mt. Lookout Square transformation visually represented

In Soapbox this week I wrote about the plans for renovating Mt. Lookout Square. Below you can view the three-phased approach to implementing those changes. The work is still preliminary and is still trying to work itself out in terms of funding and overall scope. Click on any of the images to open up a larger version in a new window.



Categories
Development News Transportation

Ballparks as means for urban revitalization

After the lights went out and the dust settled from the 80th take of the Midsummer Classic, fans spilled out of St. Louis’ beautiful new Busch Stadium into an area set to be developed as Ballpark Village.

Ballpark Village is much like The Banks development in Cincinnati. The idea is similar – following a major public investment in a new urban ballpark, a high density mixed-use neighborhood would fill the space left behind from the previous behemoth of a stadium that once existed.

This new wave of thinking towards sports facilities is a trend sweeping the nation that can be seen in cities from San Diego to Baltimore and minor league parks all across the nation. The idea is that new businesses and entertainment districts can thrive off of the tens of thousands of sports fans visiting the area 80+ times a year.

Both The Banks and Ballpark Village have suffered their setbacks. In both cases beautiful new ballparks have replaced the cookie-cutter stadiums…that part of the equation has been fulfilled. What has not yet been completed is the high density mixed-use neighborhood.

The Banks + Ballpark Village

There is no doubt in my mind that once developed, both Ballpark Village and The Banks will be successful if executed properly. The problem is that the execution has little to do with the ballparks built to spur these developments. In St. Louis the amount of residential space has been reduced from the original plan. In Cincinnati condos have become apartments, and the design has been “value engineered” to say the least. What could any ballpark do to change these results?

What the ballparks do accomplish is that they create an instant market for such “eatertainment” places like ESPN Zone, Hard Rock Cafe, House of Blues and so on. These places are perfect for these districts, but I honestly don’t see what else the ballparks can do otherwise.

In St. Louis Busch Stadium is connected with the region’s light rail system with a perfectly situated MetroLink station. Cincinnati has the opportunity to similarly connect Great American Ballpark with the Cincinnati Streetcar system.

St. Louis’ Busch Stadium MetroLink station – photo from dswinney

The important thing to vibrant urban neighborhoods is the amount of people. Downtown Cincinnati and St. Louis have no problem with daytime work week activity. What they both need more of is night time and weekend traffic, and this requires more people living within the core. Less residential at these developments is the absolute wrong idea. Transit makes high density residential more financially feasible, and has a considerably greater impact than that of a neighborhood ballpark.

Great neighborhoods aren’t made by great ballparks…great neighborhoods are made by the people living, working and playing there. A diversity of these activities is needed for a place to be truly sustainable in terms of its vibrancy, and instead of pouring our public dollars into new ballparks, stadiums and convention centers we should be putting our public money into transit choices, public spaces and a diverse housing stock.

Categories
Development News

“Lead, Learn, Serve” in the Queen City

Cincinnati is definitely one of the most charitably giving cities I’ve lived. Maybe it’s because this is a community with strong religious ties, or the immigrant history of our town, but people here LOVE to give!

Having formerly worked in a non-profit here, I appreciate the value of volunteers and donations in accomplishing a non-profit’s goals. That being said, it’s no secret that economic times are tough. People have to rein in spending, and it’s starting to show. According to the Cincinnati Business Courier, giving has dropped nationally:

“Giving USA Foundation found that charitable giving fell 2 percent from 2007 to 2008. The decline was the first since 1987 and the second in the 40-year history of the study. Adjusted for inflation, the decline was 5.7 percent.”

Not all organizations are seeing a drop in funds, but the typical donor is being a little more savvy about where and who they want to donate. For some people, giving to large umbrella aid organizations makes them feel like they’re covering a lot of ground with their dollars. For others, they worry about the overhead taking some of the money away from trickling down to smaller organizations.

There are so many options for organizations to donate to that it can be a little confusing. As a donor, do you want to go local or international with your charitable giving? Do you want to do a micro loan or give to an organization that screens candidates but may have overhead costs? Or do you just want to get together with friends and make a collective decision on where to donate your money? More and more charity organizations will be targeting “millennials” – YP’s who have expendable income and a sense of altruism, so if you fit that bill, get ready to be targeted!

In all this talk about giving dollars, remember charitable giving isn’t only about money. A great way to really get to better know your community is by going out and doing work to make it better. After living Downtown for 2 years, I had never been in Washington Park until I did a park clean up one morning with Keep Cincinnati Beautiful.

It is such a beautiful park, and seeing how mistreated it was by people in my community, it really reignited my desire to see it revitalized. No matter where you live, there are always opportunities to give in your community. You can literally get your hands dirty bettering the area around you and at the same time, get to know people in your community. In Cincinnati there are endless organizations that cater to different needs so there’s no reason to not find something that appeals to you!

Below are some links to groups that can direct you to opportunities, national and international organizations that are working to help our community and beyond. I have also included a request for volunteers through the local library if you want to really start in your backyard and work with the kids in your neighborhood. The motto of my alma mater was “Lead, Learn, Serve” and these days they are words we could all live by.

Volunteer Organizations (just a few of many):
Give Back Cincinnati | People Working Cooperatively | Keep Cincinnati Beautiful | Volunteer Match | Kiva

Local call for volunteers:
VOLUNTEERS NEEDED AT SUMMER ARTS – THROUGH JULY 29

The Downtown Residents Council is seeking volunteers to assist with programs at the Children’s Learning Center at the Main Public Library. The Summer Arts programs are for kids ages 6-12. Please consider participating on one or more Wednesday evenings this month. Arrive at the Children’s Learning Center at 800 Vine Street at 6:45 p.m. for about 90 minutes. For more information, contact Carolyn Janssen at (513) 369-6922.