Tag: bus

Categories
Up To Speed

Streetcar opponents don’t just oppose streetcars, they oppose all transit investments

Streetcar opponents don’t just oppose streetcars, they oppose all transit investments.

We have heard it all before here in Cincinnati. In 2002 the problem COAST and others had with MetroMoves was that it was too big and too expensive. That county-wide transit tax lost at the polls and put regional rail and bus transit on the backburner. So what to do next? Well if that was too big, then let’s start smaller. So the City of Cincinnati decided to pursue a small component of that regional plan that could be implemented without raising taxes.

The problem opponents now cite is that the Cincinnati Streetcar is a “toy choo-choo train” that “doesn’t go anywhere.” Their alternative is to invest in Metro’s bus system and perhaps operate a center city, rubber tire trolley. While the regional bus improvements should be done regardless, the problem is that these opponents are not willing to commit to any funding for these improvements. They’re empty offers, and like Cincinnati, San Antonio is dealing with the same nonsense. More from The Atlantic:

The precise difference between streetcars and light rail may not be important to those opposing VIA’s plans. State Senator Campbell’s recent complaint to the attorney general reportedly stated that ATD funds should only be used “to improve San Antonio’s roads,” even though the law that created the ATD sales tax doesn’t impose that restriction. What’s being truly opposed here may just be rail projects in general, whatever their form. “For some folks, if it’s on a rail, it’s rail,” says Gonzalez.

Attorney General Abbott rejected VIA’s bond sales — a move that caught the agency by surprise, since Abbott had issued preliminary approval for them. The streetcar lawsuit was immediately dropped, with the opponents saying they got what they wanted.

Gonzalez says VIA is considering whether to use an alternative avenue through the court system to get approval for the bond sales. For now, he sees a situation rife with irony. For one thing, the streetcar opponents who claim to be fighting for taxpayers are actually costing the city money to deal with the lawsuits and the bond delay. Beyond that, the real losers at the moment are not streetcar advocates at all but the bus riders who use the transit centers.

Categories
Business Development News Politics Transportation

The Plot Continues to Thicken for Cincinnati’s $133M Streetcar Project

Streetcar Charter Amendment Announcement
Streetcar Supporters Gather Outside City Hall to Announce the Start of a Charter Amendment Petition Drive. Photograph by John Yung for UrbanCincy.

In the latest twist of the ongoing Cincinnati Streetcar saga, the Federal Transit Administration (FTA) Administrator, Peter Rogoff, sent a piercing letter to Mayor John Cranley (D) and all nine members of City Council informing them that the FTA is planning to act quickly on what they perceive as a material breach of contract.

“The Cincinnati City Council passed eleven ordinances on December 4, 2013, that have the effect of suspending progress on the Cincinnati Streetcar Project, an unprecedented action to suspend a federally funded transit project while it is currently under construction and after the City committed approximately $116 million in expenditures and contractual agreements,” Rogoff wrote.

“The Council’s action is a material breach of the FTA Master Agreement and the separate Grant Agreements executed between FTA, the City, and the Southwest Ohio Regional Transit Authority to fund the project. As such, I write to inform you that unless this action is reversed and I receive not later than midnight on December 19, 2013, unequivocal assurances that the City will proceed with the project to completion on the current FTA-approved schedule, FTA will immediately terminate all of its grant obligations for the project and initiate a debt collection action to recover money owed.”

Strong words. It is no wonder Mayor Cranley jumped out in front of the media early on Facebook Friday morning to spin the letter as a positive development for his administration.

But what it also means is that the City of Cincinnati must complete its third financial audit of the project, with KPMG, no later than that date and should make a decision FTA finds satisfactory in order to avoid the loss of $40 million from the Federal government and debt collection on another $5 million of Federal money already spent.

“The City understood FTA’s position before it decided to suspend the project,” Rogoff emphasized with regard to ongoing claims by some streetcar opponents, contrary to what FTA has directly told them, who believe the $45 million in Federal funding could be reprogrammed to other area transportation projects.

Those activities happened on Friday and continued to evolve over the weekend. Meanwhile, the group fighting Mayor Cranley on this matter held a press conference on the steps of City Hall Monday morning announcing the start of a petition drive that would place a Charter amendment forcing the administration to finish the project according to its contractual agreements.

Streetcar supporters will need to gather 5,970 signatures in order to have the Charter amendment placed on the ballot, but say they are striving to collect 12,000 within five days in order to send a message to City Hall. Should they get the necessary signatures, it would be placed on the ballot for voters within 60 to 120 days according to state law.

“We are confident that this [the city’s ongoing financial audit] will show that the cost to stop the streetcar is more than the cost to continue,” Ryan Messer, unofficial spokesman for the ‘We Believe in Cincinnati’ organization, told the crowd. “We hope at that point City Council will remove the pause button and hit the restart button, so we can continue to see the growth and development that has already come as a result of the Cincinnati Streetcar.”

Article XVII Streetcar Charter Amendment


At the same time, Mayor Cranley has gone on the record and stated that he would potentially veto any majority vote by City Council to restart construction and complete the project. Such a move would require the Charter amendment or a 6-3 super majority vote of City Council to override the mayor’s veto.

Following Monday’s press conference, the ‘We Believe in Cincinnati’ organizers say they will host a signature gathering training session tomorrow evening at First Lutheran Church at 1208 Race Street in Over-the-Rhine from 6pm to 8pm. Organizers say all are welcome to attend and that they expect hundreds to show up for what will be the first of a five-day blitz to collect thousands of signatures.

In order to get to the super majority vote, streetcar supporters need both Vice Mayor David Mann (D) and Councilman Kevin Flynn (C) to side with the four existing council members supporting the project. While both Mann and Flynn have stated, and campaigned on the fact, that they would consider the facts and figures before making a decision, both have shown indications that their minds may already be made up even before the latest audit is completed.

“I’m not against the streetcar because I’m against streetcars,” Flynn, who prior to being elected had been a prominent streetcar supporter, told The Enquirer on Monday. “I’m against it because I don’t think it makes economic sense for the city right now. I don’t think the numbers are going to come back supportive.”

Whether Flynn and Mann were sincere in saying that they would reasonably consider the facts and figures associated with taking “unprecedented action” to cancel a project already under construction, or not, is yet to be seen. But in either case it appears that streetcar supporters have a tough road ahead of them.

Categories
Development News Transportation

UC Planning, Engineering Students Propose Hamilton Avenue BRT Corridor

Hamilton Avenue BRT CorridorLast fall UrbanCincy partnered with the Niehoff Urban Studio on an event that highlighted the work of an interdisciplinary group of students. That semester engineering and planning students focused on urban mobility and looked at bikeways and bus rapid transit ideas within the city.

Each of the student groups presented their final research and findings to fellow academics and industry experts from around the region. We then gathered a group of transit and bike experts to engage in a panel discussion about the student’s proposals and about transportation in the region in general.

Throughout the course of the day, we asked members of the public who attended to vote on their favorite proposal. The winner was a bus rapid transit corridor along Hamilton Avenue that focused heavily on a transit-oriented development (TOD) in Northside where The Gantry is now being built.

The six-person team consisted of Tyler Kiefer, Benjamin Lafferty, Christopher Murphy, Michael Orth and Michael Walsh from the College of Engineering & Applied Science and Alexander Cassini from the College of Design, Architecture, Art & Planning.

First and foremost, the group said that their Hamilton BRT Line would most closely resemble Cleveland’s highly publicized HealthLine, which is the highest-rated BRT line, by far, in North America. The group also examined lines in Pittsburgh and Kansas City.

One of the main reasons for the comparisons to Cleveland is the similarities between the corridors. In both Cincinnati and Cleveland, the corridors connect neighborhoods under-served by transit to institutional services, while also providing greater mobility.

“The 2010 U.S. Census has shown how the population along Hamilton Avenue has less access to quick and reliable means of transportation when compared to the stats of Cincinnati and Ohio as a whole,” explained Masters of Community Planning student Alexander Cassini. “This lack of mobility directly affects citizens’ access to essential services and employment opportunities.”

Their research found that Metro’s #17 bus route, which most closely aligns with their proposed BRT corridor, currently averages weekday ridership of about 4,500 people. Furthermore, they found that approximately 17% of the households along the corridor have no car, 10% of the commuters identify as bus riders and there are 6,387 people living per square mile.

The proposed BRT corridor runs from Downtown to North College Hill, and the engineering and planning students saw this particular corridor as a major opportunity to spread investment and attention from the center city to additional neighborhoods that would take advantage of the BRT route’s 12 stations spaced out between one-half mile to three-fourths of a mile apart that would ensure faster and more efficient service. Each of the 12 station locations, Cassini notes, was selected due to its significant population and employment nearby.

“Northside and North College Hill are historic places in the city and present a great opportunity for Cincinnati to keep growing as a city,” noted civil engineering student Michael Orth.

Orth went on to say that while one of the positives of this corridor was the amount of people and businesses it could positively impact, the area’s congestion was also one of the team’s greatest challenges, stating, “There is very little room to implement a bus only lane throughout the corridor, which would be ideal for a BRT line.”

To help address this situation the group said that they envision a bus only lane, or a hybrid lane for buses and cars depending on the hour, through the congested portions of the route. Although not recommended, if a hybrid lane was determined to not be satisfactory Orth said that further study could be done to examine whether there would be enough benefit to remove on-street parking in order to provide for a consistent, dedicated bus only lane.

Other technology to help facilitate the quick movement of buses along the corridor would include arrival detection at traffic signals so that the lights can change in order to accommodate an approaching bus.

Existing Metro bus service, they said, would largely be redeployed to avoid redundancy, but some would remain since local buses stop more frequently – potentially creating a corridor of localized bus and express BRT service.

Hamilton Avenue BRT in Metro*Plus Context
One area where the Southwest Ohio Regional Transit Authority (SORTA) has already begun enhancing bus service is along Montgomery Road, which connects Downtown with the Kenwood area. That new Metro*Plus service, while not full BRT, is a step in the right direction according to the University of Cincinnati students, and has already seen ridership triple since its upgrade.

“Metro*Plus service is good but it is only the first step towards a true BRT system for the Cincinnati metropolitan area,” Cassini cautioned. “Metro*Plus service can be even more efficient, and effective if totally dedicated lanes and other additional features are added.”

Reading Road, where Metro began operating articulated buses in 2010, is actually the region’s most heavily utilized bus corridor with Hamilton Avenue coming in second and Montgomery Road third. If Metro is to continue to build out its enhanced bus service, or full-on BRT operations, then Hamilton Avenue may very well be the next logical choice.

What helped the group’s proposal stand out from other presentations was its focus on the TOD in Northside. With a $13 million mixed-use project coming out of the ground on that site now, the group reflected on their own proposal.

While the team had collectively noted the large, clean open space as being one of the huge benefits of the site, it also made it particularly valuable in their opinion. As a result, several of the group members, while encouraged about the private investment, were also a bit underwhelmed by the Indianapolis-based Milhaus Developers’ architectural design.

Both Cassini and Orth mentioned that they would be interested in working full-time in the transportation industry someday, but for different reasons. When asked to briefly compare the wide variety of transportation projects current in the planning or development stages around the region, there was a uniform response that their excitement is for the Cincinnati Streetcar.

“Although the planned streetcar line does not expand sufficiently in our eyes, we believe it would be an incredible economic development booster for Cincinnati’s downtown and overall urban core,” Cassini explained. “The overall transportation efforts around Cincinnati will eventually pay off to form a comprehensive and more easily navigable system than today.”

The Niehoff Urban Studio is currently working with a new set of students on designs for the Wasson Corridor, which runs through several of Cincinnati’s eastern neighborhoods. This is another topic that was examined by one of the interdisciplinary groups of planners and engineers last year. UrbanCincy is once again partnering with the Niehoff Urban Studio and will be organizing a similar showcase and panel discussion in 2014.

Categories
Business Development News Politics Transportation

December 2, 2013: The Day Chaos Ruled City Hall

In what Nathaniel Livingston described as the most bizarre day at City Hall since now Mayor John Cranley (D) chaired over the Law & Public Safety Committee meeting shortly before the 2001 Race Riots broke out, City Council approved a confusing collection of 11 ordinances that will go for a final vote on Wednesday.

The confusion was due to a number of reasons. First, Mayor Cranley presided over the committee hearing, which does not normally take place as it is not the mayor’s role. Cranley then encouraged the committee to move forward with its proceedings before adopting any rules to govern the committee. Finally, Cranley then introduced 11 separate ordinances that had not been provided to the public or to the members of the committee, and instructed votes on each of them anyway.

Each of the 11 ordinances is slightly different, but each includes appropriations so that they cannot be challenged by referendum under state law. This goes against a campaign promise of Cranley and all incoming members of city council who stated over and over again that they respect the citizen’s right to referendum.

In the past, John Cranley, Amy Murray, Christopher Smitherman and Charlie Winburn have all talked about a “sacred” right to referendum, but appear to be opposed to one in this instance.

Each of the 11 ordinances squeaked by with a 5-4 majority – including Councilman Christopher Smitherman (I), who is currently being accused of having a conflict of interest that should prevent him from either voting or engaging in official discussion on the project. Here is what each of the ordinances would do, if passed on Wednesday:

  1. Item #201301490: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to construction and implementation of the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain an independent financial review of the total costs associated with continuation of the Cincinnati Streetcar System; and further REPEALING Ordinance No. 392-2013.
  2. Item #201301491: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to its reimbursement agreement with Cincinnati Bell Telephone Company, LLC, related to construction of the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain a financial review of the total costs associated with continuation or suspension of the Cincinnati Streetcar System.
  3. Item #201301492: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to its reimbursement agreement with Time Warner Cable Midwest, LLC, related to construction of the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain an independent financial review of the total costs associated with continuation or suspension of the Cincinnati Streetcar System.
  4. Item #201301493: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to its reimbursement agreement with Level 3 Communications, LLC, related to construction of the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain an independent financial review of the total costs associated with continuation or suspension of the Cincinnati Streetcar System.
  5. Item #201301494: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to its contract with CAF USA, Inc. related to design and fabrication of streetcars for the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain an independent financial review of the total costs associated with continuation or suspension of the Cincinnati Streetcar System.
  6. Item #201301495: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to its contract with LTK Consulting Services, Inc. related to construction of the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain an independent financial review of the total costs associated with continuation or suspension of the Cincinnati Streetcar System.
  7. Item #201301496: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to its contract with Messer/Prus/Delta Railroad JV related to construction of the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain an independent financial review of the total costs associated with continuation or suspension of the Cincinnati Streetcar System.
  8. Item #201301497: SUSPENDING all spending and incurring of additional costs by the City of Cincinnati pursuant to its contract with Parson Brinkerhoff, Inc. related to construction of the Cincinnati Streetcar System in order to permit Cincinnati City Council to obtain an independent financial review of the total costs associated with continuation or suspension of the Cincinnati Streetcar System.
  9. Item #201301498: AUTHORIZING the City Manager to take all steps necessary and proper to suspend construction and implementation of the Cincinnati Streetcar System in the most cost-effective and efficient manner possible, in the best interests of the public peace, health, safety and general welfare of the City of Cincinnati.
  10. Item #201301499: AUTHORIZING the City Manager to take all steps necessary and proper to negotiate the suspension of the Intergovernmental Agreement Between the Southwest Ohio Regional Transit Authority and the City of Cincinnati related to the Cincinnati Streetcar System in the most cost-effective and efficient manner possible, in the best interests of the public, peace, health, safety and general welfare of the City of Cincinnati.
  11. Item #201301500: AUTHORIZING the City Manager to take all steps necessary and proper to negotiate the suspension of the Cooperation Agreement for Relocation of Utilities between Duke Energy Ohio, Inc. and the City of Cincinnati in the most cost-effective and efficient manner possible, in the best interests of the public peace, health, safety and general welfare of the City of Cincinnati.

For reference, Ordinance No. 392-2013 repealed in the first item listed above is the ordinance that was passed by City Council last week requiring phase one of the project to be finished. The final kicker was a motion filed by Councilmembers Mann, Winburn, Smitherman, Flynn and Murray that stated:

Item #201301501: WE move that the City Manager immediately suspend all work related to the streetcar as permitted under existing contracts, and immediately begin an analysis of the costs of continuation versus cancellation.

This all took place a day after CAF, the firm manufacturing Cincinnati’s streetcar vehicles, stated that they have incurred great expenses for this project and intend to pursue full compensation for their work from the city.

Prus Construction has now also indicated that they will be greatly impacted by a decision to cancel the project and appear poised to file major lawsuits against the city.

In Wisconsin, Talgo just recently filed a second lawsuit for $65.9 million against the State of Wisconsin after it canceled its inter-city rail project. In addition to that, Talgo has already been awarded $40 million as a result of the state backing out of its contract. The total contract amount, meanwhile, was only worth $47.5 million.

At the same time as all of this unfolded, the Federal Transit Administration (FTA) announced that they were freezing their $45 million investment, which they had signaled they would do and would move promptly to recoup all of their funds should Cincinnati move to pause or cancel the project, and were prepared to begin debt collection immediately on any money already spent. This news came with great concern for Councilmember P.G. Sittenfeld (D) who fears that the action from FTA may have negative impacts for the region’s bus system.

“I’m concerned about a path toward damaging the most basic of transportation needs,” Sittenfeld told the Business Courier on Monday. “I think this could eventually lead to harming bus service.”

What was also announced today during all the commotion was that the Haile Foundation offered to pay 100% of the costs for any study needed to study the finances of the project so that it could move forward. Had the new council accepted that offer, there would have been no need to appropriate funds with each of the 11 ordinances, thus eliminating the possibility of a citizen referendum.

The Haile U.S. Bank Foundation went on to say that canceling the project would cause the philanthropic organization “pause” and would force them to “reconsider whether the city can be a trusted partner.” The letter further stated that such reconsideration would affect their planned investments at Smale Riverfront Park, Music Hall, Findlay Market and other redevelopment projects.

Going against this offer to fund a financial study were Vice Mayor David Mann (D) and Councilmember Kevin Flynn (C) – both of whom campaigned on the promise to carefully consider the facts and figures associated with cancelling the project before making a decision. Insiders believe both will hold their line despite the flood of evidence suggesting a cancellation of the project would be a financial disaster for the City.

If one or the other were to switch their vote in light of this information on Wednesday, then the streetcar project would have a 5-4 majority on City Council and the matter would be settled. If they hold their line, it appears that a slew of lawsuits, potential referendums, injunctions and a potential recall election could all transpire over the course of 2014. Happy New Year!

The day ended after a nearly eight-hour council session that left many more confused than when they arrived. The standing room only crowd – where 68 of the 71 members of the public who spoke were in favor of the project – left dejected and feeling a bit hopeless facing a defiant mayor utilizing every trick to block any chance of a citizen referendum.

The thought is that should the project go to a referendum for a third time that it would win with voters for a third time. The prospects of huge and lengthy lawsuits, the loss of a $45 million federal investment, the destruction of the relationship with the federal government and private investors, and the fact that it is estimated it may only cost $400,000 more to just finish the project would not sit well with voters.

Already, Sittenfeld and The Enquirer have switched their stance on the matter and have encouraged the mayor and city council to finish the project.

The question now is whether the facts and figures presented to date will be enough to sway either David Mann [david.mann@cincinnati-oh.gov] or Kevin Flynn [kevin.flynn@cincinnati-oh.gov], or will the Cranley Administration have the courage to allow a direct referendum on the matter?

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.