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Congressman Chabot leaving Cincinnatians voiceless in D.C.

Congressman Steve Chabot (R) campaigned on a promise of focusing on improving Cincinnati’s job climate and bringing jobs back to the region. An exclusive UrbanCincy analysis dives into representative Chabot’s Congressional record since rejoining the House of Representatives in 2010.

Since returning to Washington, D.C. in 2010 Congressman Chabot has sponsored 13 bills, nine of which received the support of co-sponsors. The majority of the bills sponsored by Congressman Chabot are rated by GovTrack as having very little chance of passage due to their polarizing nature. The four bills sponsored by Congressman Chabot that have no co-sponsor include his two largest legislative proposals to date – the Stop Wasting American Tax Dollars Act and the Section 8 Reform, Responsibility, and Accountability Act of 2012.


The Banks [LEFT] development and Smale Riverfront Park [RIGHT] received critical federal investment that paid for the construction of its parking garages and public infrastructure. Photographs by Randy Simes for UrbanCincy.

Stop Wasting American Tax Dollars Act:
House Bill 1345 was introduced on April 4, 2011 and has gone nowhere. The intent of the bill, according to the Library of Congress, was to “rescind any unobligated discretionary appropriations awarded to a state or locality by the federal government that are voluntarily returned to it.”

In a nutshell, Congressman Chabot’s proposal was an effort to accomplish want Republicans wanted to do with money refused by state’s like Ohio over the past several years. In particular, this would have allowed Ohio’s $400 million high-speed rail giveaway to go back to the federal government and be used to pay down the deficit.

The bill, however, would not have qualified for funds voluntarily returned by the Department of Defense or the Department of Homeland Security.

The intent of Congressman Chabot’s bill would have impacted the $53 billion high-speed rail program introduced by the Department of Transportation in 2009. For comparison, the Department of Defense and Department of Homeland Security had a combined 2012 budget of $599 billion, or approximately 1,030 percent greater than that of the entire high-speed rail program originally envisioned by the Obama administration.

Section 8 Reform, Responsibility, and Accountability Act of 2012:
Congressman Chabot’s controversial House Bill 4145 was introduced on March 6, 2012, and aimed to amend the United States Housing Act of 1937. According to the Library of Congress, the bill would have “prohibited Section 8 rental assistance, including tenant- and project-based assistance, from being provided to any family that includes a convicted felon or illegal alien.”

Furthermore, the bill would have placed a five-year limitation on Section 8 rental assistance, and would have prohibited any assistance for any family with family members 18 years of age or older who were not performing at least 20 hours of work activities per week.

A third substantive legislative effort was made by Congressman Chabot in the form of House Bill 6178, Economic Growth and Development Act. The bill received bi-partisan co-sponsors and has been referred to the House Committee on Foreign Affairs.

According to the Library of Congress, H.R. 6178 directs the President to establish an interagency mechanism to coordinate United States development programs and private sector investment activities, among other things.


The Brent Spence Bridge project will require millions of dollars of federal assistance to become reality.

Depending on what comes out of the House Committee on Foreign Affairs, H.R. 6178 may turn out to be the only bill sponsored by Congressman Chabot that has any chance at creating jobs. Whether these jobs would impact Cincinnatians would be another matter.

Congressman Chabot has repeatedly scolded President Barack Obama (D) and Democratic members of Congress since being reelected in 2010 about not doing enough to spur the economy. According to his own record, however, Congressman Chabot has done nothing himself to improve economic conditions or create jobs for Cincinnatians.

“Our economy remains stagnant and unemployment is unacceptably high,” Congressman Chabot writes on his campaign website. ”This Administration has proliferated a hostile environmental that is sustaining that stagnation and high unemployment numbers…we must end the uncertainty small businesses face and start pushing common-sense policies to spur innovation, development and job creation.”

Based on Chabot’s own record, there is no telling what these “common-sense policies” might be, but we do know they will not come in the form of direct federal investment. That would be because Congressman Chabot’s staunch position on not accepting any federal earmarks places Cincinnati at a unique disadvantage to the rest of the country when it comes to receiving critical federal investment that immediately creates local jobs and energizes the local economy.

Such projects that have received such federal help over the past several years include infrastructure at The Banks, Smale Riverfront Park, Cincinnati Streetcar, Cincinnati-Northern Kentucky International Airport, Interstate 75, Waldvogel Viaduct, Ohio River Trail, and the Millcreek Greenway.

Of course, none of these projects were funded through any help of Congressman Chabot. And as representative Chabot panders to voters about redirecting funds from the Cincinnati Streetcar to the Brent Spence Bridge project, he himself has made no effort whatsoever to help win much-needed federal funding for the $3 billion project.

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Arts & Entertainment Business News

Second URBANexchange takes place tomorrow at Moerlein Lager House

Last month the UrbanCincy team launched URBANexchange, a series of informal gatherings designed to engage urban professionals and others interested in cities throughout the Cincinnati region. The second edition of the monthly event will take place tomorrow evening at the Moerlein Lager House from 5:30 to 7:30pm.

“The first URBANexchange was informal in nature and generated some exciting discussion from a diverse collection of people from throughout Cincinnati,” explained John YungUrbanCincy’s public policy analyst and the event  coordinator.

The crowd engages with one another at the first URBANexchange held on July 3. Photograph by Travis Estell for UrbanCincy.

The first URBANexchange drew roughly 40 people, a number the team hopes to be repeated tomorrow. Like the first event, the UrbanCincy team will give out a prize to one of the people that sign in or leave their business card. This month’s giveaway will be $25 worth of Christian Moerlein Beer Tokens, which would be well used at the next URBANexchange on Thursday, September 6.

“I hope we continue to see an increasingly diverse group of people show up to URBANexchange as it matures,” Yung continued. “This is critical in ensuring a vibrant platform where different ideas for our city are shared.”

After UrbanCincy‘s start in 2007, the growing number of engaged urbanists in Cincinnati is particularly gratifying for the team.

“The ongoing progress and excitement in Cincinnati right now is truly inspiring,” stated UrbanCincy owner Randy Simes. “Everyday there seems to be new people and new energy that is emanating from the urban core, and it is that kind of environment that will lead to more gains in the future.”

URBANexchange is produced in coordination with The Urbanists, and takes place monthly inside the biergarten at the Moerlein Lager House (map).

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Development News Opinion Politics

What’s the full story behind Cincinnati’s 50-year population decline?

Cincinnati, like all peer cities, recorded its peak population in the 1950 and has steadily lost residents since. Specifically, Cincinnati has lost 205,000, or 43 percent of its peak population of 503,998 as recorded by the U.S. Census Bureau. Meanwhile, the population of Cincinnati’s metropolitan statistical area has doubled to 2.2 million.

Contrary to the narrative perpetuated by those who practice the politics of decline, this loss of population is symptomatic not of variously corrupt or negligent city officials but is rather the outcome of social trends that have evolved well outside the purview of city government. What’s more, nationwide demographic trends and elevated living standards mean attracting 205,000 new residents would require the City of Cincinnati to transform itself physically into something entirely unlike what it is at present or was in 1950.


Cincinnati’s population has taken a recent downward trajectory, but there may be more to the story. Chart produced by UrbanCincy.

Demographic Changes since 1950
Entirely overlooked in the public discussion of city population decline is the end of the postwar “Baby Boom” which was enabled by the U.S. Food & Drug Administration’s (FDA) approval of oral contraceptives in 1960, and the U.S. Supreme Court’s legalization of abortion in 1973. Between 1960 and 1975, the number of annual live births in the United States fell from 4.25 million to 3.1 million.

An academic assessment of how the plummeting birthrate affected Cincinnati’s population could consume weeks of research. But the drop in family size, along with the proliferation of separations and divorces, means nearly all Cincinnati homes and apartment units that were occupied by large families in the 1950s are today occupied by fewer people.

So for Cincinnati to regain its lost 205,000 residents, the number of people residing in existing homes and apartment units must increase dramatically, and new construction must be populated at something higher than today’s prevailing density. With no reason to expect that Cincinnati’s birthrate will suddenly increase to that of impoverished countries, all population growth must come from the city’s suburbs or from outside the region. The wealthier the newcomer, the more living space they can afford. So paradoxically, the successful pursuit of top talent frustrates the task of fitting 205,000 new residents within Cincinnati’s existing city limits.

Loss of Residential Neighborhoods
Cincinnati’s municipal boundaries have not changed since it achieved its peak population in 1950, but thousands of prewar homes and apartments have since been replaced by non-residential structures. This means Cincinnati not only lost tens of thousands of residents for construction of expressways, light industry, and other purposes, but these properties are generally unavailable today for any effort to repopulate the city.

Cincinnati’s loss of residents and residential land was not limited to expressway construction and urban renewal projects. In the neighborhoods collectively known as Uptown, physical growth of universities, hospitals and other institutions has resulted in the demolition of over 1,000 homes and apartments since 1950.


The West End, shown here in 1959, was demolished shortly after from 1960 and 1963 for Interstate 75 and the Queensgate industrial park. Photograph by Dave Tunison.

The Politics of Population Decline
A variety of unscrupulous local politicians and media figures cleverly play two sides of Cincinnati’s population loss narrative. According to them, Cincinnati has lost population due to high crime, high taxes, and corrupt city governance. But should the city start attracting new residents, the perceived “bad element” will be pushed outside city limits and into the areas of those trumpeting this false narrative.

Therefore, with every avuncular call for Cincinnati to improve itself, these figures work to undermine the city’s capital improvements, and have succeeded in creating a suburban culture that looks upon the city and those who support it with deep suspicion. What’s more, those who play the politics of decline know that Cincinnati cannot physically house 205,000 more residents without construction of dozens of hi-rise apartment blocks. Such apartment clusters and the subway system necessary to move their residents throughout the city would be met with excited accusations of “communism”.

Certainly, Cincinnati would benefit from new residents, especially in its under-populated neighborhoods where many historic structures are at risk of demolition. The arrival of 205,000 residents within the city limits would resolve many of the city’s current problems but would force higher apartment rents, increase noise and traffic congestion, and would motivate the demolition of historic structures for new multistory apartments and commercial buildings.

So while virtually every old American city has lost population within its city limits since 1950, some of that loss has occurred for reasons unrelated to the commonly heard decline narrative. Family sizes are smaller, non-residential buildings have been built in some former residential areas, and new neighborhoods have formed outside city limits to house those displaced by commercial and institutional growth. Considering these realities, the City of Cincinnati will likely never again be the home of 504,000 people, and so should not measure itself against its former peak population.

 

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Business Development News

Excess parking at Mercer Commons adding millions to project costs

Project officials broke ground on the long-anticipated Mercer Commons project nearly one month ago. Once complete, the $56 million development will include 154 housing units, 26,000 square feet of commercial space, and a staggering 359 parking spaces.

Leading up to the project’s ceremonious groundbreaking, local preservationists had been concerned about Mercer Commons’ impact on the neighborhood’s historic fabric. But while much attention was paid to material treatment and exterior facades, not much was critiqued of the amount of parking.

According to the city’s zoning code, the development is mandated to provide one parking spot per residential unit, and one parking spot per 400 square feet of commercial space. Had the project merely followed what is prescribed in the city’s zoning code, then it would have had 161 fewer parking spaces.

The financial impact Mercer Commons’ parking is significant. 140 fewer spaces inside the new Mercer Commons Garage would have resulted in approximately $3.5 million in savings.

What’s more is that the portions of the Mercer Commons development along Vine Street qualify for a 50 percent parking reduction for being within 600 feet of a streetcar stop, thanks to a new regulation approved by the City of Cincinnati in June 2010.

Of the development’s 154 housing units, 30 of them will be affordable apartments which are likely to have occupants that cannot afford a personal automobile. Should you factor those two elements into the parking equation, then you would see the cost savings increase by approximately $750,000, bringing the total project cost down approximately $4.25 million.

The City has also recently considered eliminating minimum parking requirements in neighborhoods like Over-the-Rhine entirely.

“Although Over-the-Rhine is a walkable community, and the streetcar is coming, parking still needs to be addressed for residents, tenants and visitors,” explained Anastasia Mileham, Vice President of Communications with the Cincinnati Center City Development Corporation (3CDC) explained.


The $56M Mercer Commons development will include 154 residential units, 26,000SF of commercial space and 359 parking spaces once finished. Rendering provided.

According to 3CDC officials, some of the additional parking is there to support existing commercial retail in nearby developments that lacked enough parking when they were originally built, and that the parking lot at Twelfth and Vine, Valet Parking, Washington Park Garage, Mercer Commons Garage and future small lots and parking spaces are all considered in future planning efforts.

Mileham also says that their development corporation is also working with city officials to designate specific parking meters as residential only.

“We have gotten some complaints about parking, but when we gathered community input about Mercer Commons, parking was expressed as a need,” Mileham clarified.

The new above-ground parking garage is part of the first of three phases of development at Mercer Commons, and is expected to open in March 2013.

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Up To Speed

Cincinnati’s decades-long population loss may be stabilizing

Cincinnati’s decades-long population loss may be stabilizing.

After the Census Bureau delivered sobering population numbers to city officials as part of the 2010 Census, it now appears that Cincinnati’s population loss may finally be stabilizing. More from the Cincinnati Enquirer:

New estimates released calculate that Cincinnati now has 296,223 residents, for a decline of 0.2 percent from April 1, 2010, to July 1, 2011…The 2010 Census showed Cincinnati lost more than 10 percent of its population from 2000, falling below 300,000 people for the first time in more than a century.