Category: Politics

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Development News Politics Transportation

What is a boondoggle?

I’m sure you’ve heard this term thrown out there before. It seems as though any time a project is proposed, that a certain constituency doesn’t like, they simply throw out the descriptive word “boondoggle” of said project and poof – it must be true.

After all, the stadiums were boondoggles. So was the convention center expansion, the 2002 Metro Moves plan, the National Underground Railroad Freedom Center, the Fountain Square renovation and now of course so is the proposed Cincinnati Streetcar.

Fountain Square in 2008 (post renovation)

Technically speaking a boondoggle is “an unnecessary or wasteful project or activity.” More informally speaking, Wikipedia cites that the term first made its appearance in the 1930’s during the projects of the New Deal. A New York Times report, at the time, reported that over $3 million was spent on teaching the jobless how to make boon doggles.

What I wonder is whether the term has lost its value? Can we apply this term and rallying cry to projects preemptively? If so, how does it differ from someone else’s opinion that the project may be a roaring success?

While in some instances the proclamation of a particular project being a boondoggle may have been valid, there are just as many opposite examples. One of the most recent examples is the renovation of Fountain Square*.

Many of the opponents, to the project, saw it as being destined to failure. That the new design would be worse than the previous one, that the new management would be damaging to activity on the Square and that the private investments wouldn’t occur around the Square. These opponents have been wrong on all accounts, but are still claiming every new idea to be a boondoggle without any real accountability.

In the case of the Cincinnati Streetcar, opponents use boondoggle in combination with “trolley” and/or “choo choo train” in virtually everything they write on the topic. Words are a powerful thing and language is often manipulated to advance one’s interests on an issue. This is fine, but the distinction should be made…and the problem is that these techniques/strategies come at the expense of the center city, Cincinnati politicians, local government and the mentalities of all Cincinnatians.

Just because someone somewhere cites that a project is one of those dreaded boondoggles does not make it so. Do some research and learn about the topic on your own free of bias, then make up your own opinion. The Cincinnati Streetcar has had several studies done on it…and the results are in. Economics, the environment, transportation and livability issues are all on the project’s side. Don’t take my word for it though…read for yourself and make up your own mind.

Economic Analysis
UC Economic Study (confirming previous study’s findings)
Feasibility Study
Climate Protection Action Plan
Growth & Opportunities (GO) Report for Cincinnati

All of these studies find the streetcar project to be a positive project for the city/region in regards to their specific interests. The studies are all specific to the Cincinnati region. All documents are in PDF form.

*NOTE: Fountain Square has seen the recent activity of the following businesses that have cited the renovation of Fountain Square as being instrumental to their operations…Chipotle, Potbelly, McCormick & Schmick’s, Boi Na Braza, Via Vite, Tazza Mia, Ingredients, Joseph A. Bank, Graeter’s, Morton’s the Steakhouse, 5/3 Banking Center, Jones the Florist, Cadillac Ranch, Oceanaire, Bootsy’s and Nada…just to name a few.

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News Politics

Couple random thoughts

1) According to recent Census data and analysis, Cincinnati has seen a 4% growth in its number of YPs living in the metropolitan area.

This 4% growth is slightly lower than the overall population growth rate (5.4%) for the metropolitan region but is better than other Midwestern cities like Columbus (3%), Indianapolis (3%), Louisville(2%), St. Louis (1%) and Cleveland (-1%).

This is tremendous news for a couple of reasons. The first is that if cities can’t attract and retain talented young people then they are destined for failure. Bold actions need to continually be made to position Cincinnati in a way that it can continue to attract and better retain these individuals, but it is certainly encouraging to hear that we’re heading in the right direction and growing one of the most important demographic groups out there.

2) The relationship between the local chapter of the NAACP and the local attorney, Chris Finney, most known for his controversial stances on issues as they relate to the GLBT community will continue indefinitely and at the discretion of Christopher Smitherman.

This is not all that surprising as the relationship has proven to be somewhat fruitful politically for Cincinnati NAACP President Christopher Smitherman. I do feel that this is just that – a politically motivated move. It further frustrates me because I feel that it is these types of issues that distract people and confuse them about the purpose of the NAACP.

The local NAACP should be listening to its constituents and fighting for things like equal access to education, healthcare and so on. Many of Cincinnati’s lowest income neighborhoods also face extreme impacts of environmental impact inequalities. These foundational problems though have seemed to be forgotten amongst the recent political forays (red light cameras, streetcar, no confidence vote in Mayor Mallory, Finney) of the Smitherman led Cincinnati NAACP Chapter.

Furthermore, I find it somewhat disgraceful that one group fighting for the rights of a minority population would work so closely with someone like Finney who has been so outspoken when it comes to the rights and equality issues of another minority population.

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News Politics Transportation

Bike lanes coming to Spring Grove Avenue

In a press conference yesterday at Cincinnati City Hall, Council Member Greg Harris announced that Spring Grove Avenue would receive two miles of dedicated bike lanes as part of a planned roadway repaving effort set for the spring. The bike lane would connect downtown and the western fringe of the core to Clifton and Northside.

Those who spoke at the press conference included Kathy Holwadel, Chair of Cincinnati’s Bike/PAC, who voiced strong support for the measure. As a regular commuter that takes her along Spring Grove Avenue, she noted that while the road is relatively safe, a dedicated lane would let drivers know that cyclists are part of the road much like an automobile.

Gary Wright, a spokesman for Queen City Bike, stated that the inclusion of the bike lane would be a step in the right direction in making Cincinnati’s neighborhoods and streets livable and green, environmentally friendly and safe. He continued by stating that the bike lanes is a direction that the city and neighborhoods must exploit for the future as a healthy, environmentally friendly transportation alternative to the automobile, confirmed in countless surveys that clearly show that citizens desire methods of transport that do not include a car.

Reactions, to the announcement, have been generally positive. Local transit enthusiast and avid bicyclist Jake Mecklenborg is pleased with the announcement but says the best solution would ultimately be a completely separate bike path divided by a barrier for safety purposes.

Lauren Sullivan, who has spearheaded the nationally acclaimed New Orleans cycling map project (NolaCycle), told UrbanCincy that she supports the lanes because they add visibility to the cyclist, although she noted that dedicated bike lanes were not entirely necessary due to the excessive width and lack of traffic of Spring Grove Avenue. Lauren went on to say that bike lanes should be appropriated on hills where bike and automobile conflicts are more likely, following with cross-town routes. In addition, she voiced comment for the installation of “Share the Road” and other associated bike signage and shared lane striping along Central Parkway, a popular cycling route.

Finally, John Hoebbel, an architecture student at DAAP, said that the inclusion of the bike lane would “enhance the natural connection between downtown and Northside,” adding that the lane is ideal due to Spring Grove Avenue’s relative flatness.

Personally, I am in full support of the bike lane measure, and of similar attempts elsewhere. After having biked Spring Grove Avenue yesterday as part my usual training route, I find that the route is underutilized for both automobiles and cyclists, passing only a handful of trucks and cars and four cyclists. It is also overly wide, and I had no trouble staying within my lane as there is a wide shoulder and parking lane for most of the route. That said, the benefit of physical striping to denote a bike lane and the inclusion of additional lanes in the future, will only benefit cyclists while encouraging more to get out on the bike and enjoy the inherent benefits of cycling.

See below for the press conference:

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News Politics Transportation

Scramble Crossings for Cincinnati

Those who frequent Downtown know how crowded some intersections get with pedestrians throughout the day. There are 23 intersections that see more than 1,000 pedestrians during peak hours. Of those 23, five see more than 2,000 and one (4th & Walnut) sees over 3,000 pedestrians per hour.

That’s a lot of people walking around and trying to navigate the roadways filled with delivery trucks, taxis, buses, bicyclists and the hurried drivers. In addition to it being frustrating, it can also be dangerous to attempt multiple crossings of the same congested intersection.

2008 Downtown Pedestrian Count Map

If pedestrians were able to cross diagonally across intersections with traffic stopped in all directions, it would improve both vehicular and pedestrian flow, but also improve safety across the board.

“Scramble crossings” essentially are intersections that do just that. In Cincinnati’s case, intersections with high volumes of pedestrian traffic could implement these during their peak volume hours of the day. The “scramble crossings” or “diagonal crossings” could first be implemented at the five intersections that see volume in excess of 2,000 pedestrians per hour, and could be expanded as needed.

When intersections no longer have pedestrian volumes to warrant the “scramble crossings” they could revert back to normal crossing operations. The associated costs would be reprogramming of the lights, painting of the diagonal crossings and possibly some minimal signage/education. Be sure to share any other intersections you feel are qualified for such programming in the comment section.

Watch this brief 3 minute video about how Los Angeles is implementing these crossings today, and how they are functioning for both pedestrian and vehicular traffic.

Pedestrian count data from 2008 Pedestrian Count Summary (1mb PDF)

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Development News Politics Transportation

Lessons from Charlotte – Rail Transit

Rail transit is in its infancy stages in Charlotte, but it is coming on strong. A starter light rail line with dual functioning streetcar service is leading the charge for a northern light rail extension and a new east/west streetcar line that will connect their two largest employment centers (sound familiar).

In the previous Charlotte discussion I covered their attempts at ‘new urbanism’ and how those efforts are impacting the form of suburban Charlotte. Rail transit is having an even more profound effect on how urban Charlotte is built and how it functions. How can Cincinnati learn from these practices, and what can we take out of Charlotte’s efforts to make our own better?

South End:

Completed in 2007, the nearly 10-mile light rail LYNX Blue Line has had a major impact on Uptown and South End Charlotte. All along the line you see new infill projects making Uptown a more vibrant and functional place. In the South End, a densely built residential neighborhood is forming in a complimentary way to the historic roots of the neighborhood.

The South End was built around the service of the Charlotte Trolley which operate from 1891 to 1938. A heritage trolley service is once again running today on the same tracks as the heavier-grade light rail. It is amazing to see the corridor of investment along the new LYNX Blue Line through the neighborhood.


TOD Along Blue Line, new 11-story apartment building, Blue Line looking Uptown from South End
(Click thumbnails for larger version)

Three to eleven story buildings are popping up all over the South End. There are lots of restaurants, clubs, bars, and shopping. Some (including me and my tour guide) go bar hopping along the light rail line. This was not only very fun, but safe and responsible as well.

It’s not just the scope and amount of development that’s impressive, but it is the quality. An urban Lowe’s has opened along the line with several other more typically suburban stores now taking to a more urban footprint. The residential buildings have street-level retail and are built to the street in a way that is transforming the neighborhood into a walkable, vibrant urban space.

Uptown:

Charlotte’s city center known as Uptown is a financial juggernaut with institutions like Wachovia, and Bank of America calling it their home. While the recent financial meltdown has hurt Charlotte, Uptown is still moving along at breakneck speeds.

The former convention center has been turned into a mixed use commercial entertainment complex (EpiCentre) that draws hoards of crowds on weekend nights. The arena is conveniently located along the light rail line that connects its patrons with Charlotte’s hotels and other attractions.

EpiCentre, Nix Burger & Brew, Harris Teeter grocery in 4th Ward Sub-Neighborhood
(Click thumbnails for larger version)

Uptown boasts two full-service grocery stores, a couple residential sub-neighborhoods, Charlotte’s largest employment center, and is the hub of the future Charlotte rail transit network. And like the South End, you can see the clustering of new investment along the light rail line. The existing success of Uptown is being leveraged by this new rail investment and you can see the spread outward from the core.

Streetcars:

The reach of the existing light rail line isn’t that great. As a result the functionality often mimics that of a streetcar through the center city area. The travel speeds are low and stations are frequent. This should be resolved with the opening of the new streetcar line that is being constructed as long-term light rail success depends upon car-competitive travel times and costs for its riders.

This will allow the circulator behaviors to occur on the streetcar, and free up the light rail line for faster more commuter-style transport. The eventual scope, of this streetcar line, is to connect the University Park area of west Charlotte with Eastland Mall in east Charlotte via Uptown. This won’t be completed for some time, but the initial phase will connect Uptown Charlotte with the medical district east of center city.

The current streetcar construction is being combined with an overall streetscape project that is completely redoing the street, its sidewalks and implementing the new tracks. Normal streetcar construction is much less intrusive as it only requires an 12-14 inch cut where the tracks are laid.

Ridership:

During both of my trips to Charlotte I have experienced high ridership levels on the Blue Line. Both trips did occur on weekends and were often filled with families and tourists, although daily travelers were present and made up about half of the total riders.

7th Street Station, Train approaching South End station, 7th Street Station with Reid’s Fine Foods

(Click thumbnails for larger version)

Some families were riding just to ride. Others were taking the light rail to events going on in Uptown and riding back south to their neighborhood. The trains were crowded and were standing room only which had me thinking they could probably add another car onto the train for increased capacity.

As of September 2008, the Blue Line was averaging 16,936 weekday trips. The number has the possibility of reaching an average of 18,000+ weekday trips for 2009. If this ridership average is met, the Blue Line will have reached its projected 2025 ridership levels an astounding 16 years ahead of schedule.

Conclusions:

Overall the impacts of rail transit in this Queen City were profound. The light rail line was not only generating a new wave of investment, but it was remaking Charlotte in a way many Midwestern cities could only dream.

The investments are bold and long-term. They are dense and are injecting tons of street life into a city and its neighborhoods once devastated by the same policies and programs that blasted through virtually every city.

I wonder how a city like Cincinnati plans to compete without also investing in rail transit? In this new age of social capital and human innovation, we must compete for the best talent and create a dynamic city environment that keeps them coming back. Cincinnati’s peer cities like Pittsburgh and St. Louis already have rail transit. Smaller, more rapidly growing cities, like Indianapolis and Charlotte are building rail transit. So where do we stand, where will we stand, or will we decide to accept the status quo and bet on the current economic trends reverting to the olden days when Cincinnati boomed?