Categories
Business Development News

Cincinnati Posts Population Gain for Second Consecutive Year

Cincinnati has added about 1,000 new people since the decennial census in 2010, according to new estimates released by the U.S. Census Bureau.

The modest increase comes from two consecutive years of population gains that followed an immediate downward revision after the 2010 Census. The increase also means that just Cincinnati, Columbus and Dayton were the only big cities (more than 50,000 people) in Ohio to post gains.

Columbus and Cincinnati, meanwhile, were the only big cities to post population gains for the past two years.

The population estimates are derived using the 2010 Census as a baseline and then factoring in new permitted residential construction and mobile homes, and subtracting out the estimated number of homes lost each year. As a result, all of the annual estimates should come with a grain of salt.

Ohio Cities Comparison

With that said, Dayton’s population gains appear to be an anomaly, while the increases in Columbus and Cincinnati appear to be more rooted. In any case, the news for Ohio’s big cities is not good as the rest all lost population, especially those in the northeastern part of the state.

Columbus continues to stand out from the rest of Ohio’s big cities in terms of its population trends. In this latest estimate release, Columbus posted the fifteenth largest numeric population gain of any municipality in America; and it comes on the heels of equally impressive gains in prior years.

Some observers, however, would attribute some of the gains in Columbus to its unusually large municipal boundaries that include what would be far suburbs in other Ohio regions.

While Columbus has been growing by about 1.5% annually over the past several years, Cincinnati has been growing annually by about 0.25%.

When compared with other peer cities, Cincinnati’s gains look even more tepid.

Peer Cities Comparison

Of fifteen other cities competitive with Cincinnati, the city bested only five of them in terms of population growth, while being significantly outperformed by most all others. In this comparison, even Ohio’s best performer – Columbus –fares only reasonably well against the field.

For Cincinnati’s peer cities, national trends appear to hold true. Southern cities continue to grow at the fastest clip, but their growth rates are leveling off. In our comparison, Austin, Atlanta and Tampa have all experienced significant declines in annual population growth since the 2010 Census. Charlotte has also experienced a similar trend, but appears to be holding steady more so than its Sun Belt peers.

Meanwhile, while many Midwestern cities continue to lose population, they are doing so at a slower rate or have stopped the losses entirely.

As we previously examined on UrbanCincy, the Cincinnati region continues to grow by about 0.4% annually. The City of Cincinnati’s 2013 gain represents approximately 12.5% of the total regional population growth, and half of Hamilton County’s increase last year.

In a nutshell, Cincinnati is over performing regionally, but under performing amongst its peers. If Cincinnati were growing as fast as Charlotte or Austin, the city would be adding around 9,000 new people every year.

Categories
Up To Speed

The dirty truth behind transit park and rides

The dirty truth behind transit park and rides.

Following the decade-long debate over the first phase of the Cincinnati Streetcar, the region seems to be back on-board with the idea of regional transit. Heck, even The Enquirer is hosting regular visioning sessions about regional transit these days. As an updated regional plan is developed, let’s be wary about the purported benefits of large park and ride stations touting their “free” parking. More from streets.mn:

In Minneapolis, we’re lucky to have anything more than a sign at our transit stops. We have plenty of room for improvement for our local service. But we instead choose to binge on ridership growth on the fringe, no matter how much money it costs us to “buy” those riders. Yet there are opportunity costs: For less than the cost of two Maplewood park & rides serving up to (2×580=) 1160 parked cars, we’re building a full Arterial BRT line on Snelling Avenue scheduled to open next year. Those improvements will serve an estimated ridership of 8,700. And, unlike additional parking spaces, these amenities serve all riders (not just the 3,000 new ones). This is 7.5 times more productive than the same investment in parking.

It’s not wise for our transit strategy to attract ridership at all costs by subsidizing car storage. Nor is it fair to transit riders who, by their own choice, pay the same fare but do not consume the same expensive parking spaces.

Categories
Business Development News

Gentrification Occurring in More Than Cincinnati’s Center City Neighborhoods

Like many cities across the United States, the City of Cincinnati is gentrifying, but it is doing so at a faster rate than most of its Midwestern peers – ranking fourth only behind Chicago, Minneapolis and St. Louis. When compared with the primary city in each of the nation’s 55 most populated metropolitan areas, Cincinnati is in the middle of the pack. Those cities that are gentrifying most quickly are located in the Northeast and along the West Coast.

The information comes from a new report published by the Federal Reserve Bank of Cleveland, which also dove into the financial implications of what is often generally considered a bad thing.

Gentrification is generally understood as the rise of home prices or rents in a particular neighborhood. In Cincinnati this has most vigorously been discussed as it relates to the transformation in Over-the-Rhine from what was one of the city’s poorest neighborhoods, to now being one of its trendiest.

Clifton Heights
The Clifton Heights neighborhood, which continues to see a surge of private real estate investment, was found to be one of several Cincinnati neighborhoods that gentrified between 2000 and 2007. Photograph by Randy Simes for UrbanCincy.

“Gentrification is sometimes viewed as a bad thing. People claim that it is detrimental to the original residents of the gentrifying neighborhood,” stated Daniel Hartley, a research economist focusing on urban and regional economics and labor economics for the Federal Reserve Bank of Cleveland. “However, a look at the data suggests that gentrification is actually beneficial to the financial health of the original residents.”

What Hartley’s research found is that credit scores for those living in a neighborhood that gentrified between 2000 and 2007 were about eight points higher than those people living in a low-price neighborhood that did not gentrify. He also discovered that delinquency rates, as represented by a share of people with an account 90 or more days past due, fell by two points in gentrifying neighborhoods relative to other low-price neighborhoods during the same period.

Some, however, caution against drawing conclusions about the data presented in Hartley’s report.

“I don’t see any reason why gentrification would affect the credit scores of existing residents – those who lived in the neighborhood prior to gentrification occurring,” commented Dr. David Varady, a professor specializing in housing policy at the University of Cincinnati’s School of Planning. “It was my impression that banks and other financial institutions were not supposed to take the neighborhood into account but rely on the family’s financial characteristics.”

The practice Dr. Varady describes of banks and financial institutions taking neighborhoods into account is called redlining. It is a practice that was rebuffed by the Fair Housing Act of 1968 and the Community Reinvestment Act of 1977, but some believe the practice persists in more abstract forms today.

One of the biggest concerns shared by those worried about the gentrification of neighborhoods is that it is particularly those that rent, rather than own, who are affected most. This too, however, is challenged by Hartley’s research.

“Mortgage-holding residents are associated with about the same increase in credit scores in gentrifying neighborhoods as non-mortgage-holding residents,” Hartley explained. “This result suggests that renters in gentrifying neighborhoods benefit by about the same degree as homeowners.”

Cincinnati Gentrification (2000-2007)
The Federal Reserve Bank of Cleveland noted gentrification in a wide variety of Cincinnati neighborhoods between 2000 and 2007. Map produced by Nate Wessel for UrbanCincy.

What is even more intriguing about the report’s findings is that original residents who moved from the gentrifying neighborhood, who many would consider displaced residents, experienced a 1.5 point higher credit score improvement than those who did not move.

The Federal Reserve Bank of Cleveland provided UrbanCincy with the data broken out by Census tract for Cincinnati. Approximately 72% of the city’s 104 Census tracts are defined as low-price, and of those 75 Census tracts with home valuation data, nine were found to have gentrified between 2000 and 2007.

When examined more closely it becomes clear that the neighborhoods experiencing the biggest gains in home value and income in Cincinnati are those that are in the center city. Specifically, and perhaps not surprisingly, five of the nine are located in the neighborhoods of Clifton Heights, East Walnut Hills, Fairview, University Heights and the East End. Outside of the center city, Pleasant Ridge, Oakley, Columbia Tusculum and Mt. Airy also experienced gentrification over the past decade.

Community council leaders for these neighborhoods did not respond to multiple requests for comments from UrbanCincy.

Unfortunately, the two neighborhoods where many expect gentrification has occurred most – Downtown and Over-the-Rhine – did not have median home value data available for the Federal Reserve Bank of Cleveland to study.

While the report has generally positive findings about the impacts of gentrification, Cincinnati is at a disadvantage when it comes to improving the financial health of its neighborhoods.

According to the report, the percentage of low-price Census tracts in Cincinnati beneath the median home value of the metropolitan area is 14 percentage points higher than the national average, and the rate at which Census tracts are gentrifying in the Great Lakes region is approximately 4.5 points lower than the national average.

“I don’t have a clue what Hartley meant by the phrase ‘neighborhoods with a potential for gentrification’ but the assertion that 95% do in Baltimore is rather ludicrous given the high rate of abandonment,” Dr. Varady scoffed. “Baltimore certainly can use more gentrification but how the city can promote this is an open question.”

With the nine identified neighborhoods in Cincinnati spread throughout a mix of expected and unexpected locations, it is probably safe to say that the Census tracts in Downtown and Over-the-Rhine also gentrified during this period, or have since 2007.

Change in cities is inevitable, but whether these changes sweeping Cincinnati are good, bad or indifferent is probably still open for spirited discussion among those most interested.

“In general I think that gentrification presents benefits and costs,” Dr. Varady concluded. “Anyone who says it is all bad or all good is not contributing to the debate.”

This story originally appeared in the December 20, 2013 print edition of the Cincinnati Business Courier. You can view that story online for additional comments and discussion. UrbanCincy readers can take advantage of an exclusive premium digital Business Courier subscription that includes access via the web, smart phone or tablet applications for just $49 per year.

Categories
Up To Speed

Where is the consistency and simplicity in design of pedestrian infrastructure?

Where is the consistency and simplicity in design of pedestrian infrastructure?.

Our friends and fellow Streetsblog Network compatriots at Streets MN have knocked it out of the park with their recently analysis and critique of pedestrian crossing design. Why do pedestrians need to press a button to activate a cross walk signal? Automobile drivers need not do the same. And why isn’t the design of our intersections simple enough so that pedestrians can easily and safely cross a street without needing 11 lines of instructions complete with images? More from Streets MN:

Traffic signals on streets with sidewalks (which implies pedestrian traffic either exists or is desired) should ALWAYS have an automatic walk phase, just as every cycle gives green time to cars from every approach. Actuators are fine if they make the walk signal come sooner, but being unpushed should not be used as an excuse not to have a walk phase at all. Car drivers don’t have to go out of their way to press actuators, why should pedestrians?

If traffic is so low you are concerned the time devoted to a pedestrian phase (~12 seconds – 36 ft at 3 fps) is too long (will cause too much vehicle delay) for this two lane roadway, maybe it shouldn’t be a signal but instead a stop sign (which requires no pedestrian signal) or a yield sign. This can be implemented with flashing red lights if you must you electrical gear.

Categories
Up To Speed

Minneapolis moving forward with two, possibly three streetcar lines

Minneapolis moving forward with two, possibly three streetcar lines.

A recent study found that while Metro does more with less than 11 peer cities, it woefully lags behind the rest when it comes to the amount and diversity of its service. In fact, Cincinnati was one of only four regions studied without any rail transit, and was the largest of those four. One of the peer cities studied is Minneapolis, which already has light rail and commuter rail in addition to its bus service, and now is moving forward with two, possibly three modern streetcar lines. More from the Star Tribune:

The transportation and public works committee gave the green light to move forward with an environmental review and “pre-project development activities” on the proposed $200 million, 3.4-mile Nicollet Avenue streetcar line. They simultaneously approved moving forward with a jointly funded alternatives analysis to study the possibility of building streetcars along West Broadway in North Minneapolis…Planning for a third transit line – possibly streetcars – is also underway for the Midtown Corridor. That process is being led by the Metropolitan Council.