Categories
Development News

Cincinnati Scores Slightly Better Than National Average on Sustainable Use of Land

Three percent of the Earth’s surface is developed land, not including farmland. While this may seem like a small percentage, it is the type of development that has created major problems for sustainable living conditions.

With an emphasis on single-family residential developments, auto-oriented planning, and an enormous supply of open land, it has become common knowledge that American cities are more sprawling than their global counterparts. These development patterns, although not entirely confined to the United States, are unique to American planning and have resulted in more sprawl and less sustainable development over the years.

This can plainly be seen by comparing dense European suburbs to American post-WWII sprawling suburbs. Further emphasizing this point today is that while the European Union has identified the percentage of developed land as one of 155 sustainable development indicators in terms of humanity’s ecological footprint, the United States has only noted its land use patterns but not used them as a factor in planning.

A new study, released in March by environmental engineering professors Dr. Giorgos Mountrakis and Dr. George Grekousis at the SUNY College of Environmental Science & Forestry, confirms the premise that America’s population growth does in fact consistently result in increasing land consumption, with the results varying between different states and counties where land management policies differ.

Their study used satellite imagery of the contiguous United States to measure the exact amount of developed land (DL) in 2,909 counties, excluding the outliers in the 100 least populated and 100 most populated counties. They then compared imagery from 2001 to the 2000 Census count in order to rank each county on what they call its DL efficiency. To make for more accurate comparisons, they then compared the results of each given county to the 100 counties closest to it in size (50 smaller and 50 larger).

Using this standard measurement, when Hamilton County was measured it came in at 43rd in its peer group. In this study, those counties with higher scores are considered to be more inefficiently developed. This means that Hamilton County came in slightly ahead of the curve when compared to its peers, which had an average rank of 51.

While the study shines a light on population growth and development patterns, it also reveals several socio-economic differences between similarly sized counties. Perhaps the most significant finding was that there seems to be a linear correlation between DL usages and population growth. For example, the researchers found that population growth of a county can be estimated by comparing its current DL usage to its past usage to then produce an estimate within a 95% confidence level. The larger the city gets, the more sprawling it will become at a consistent rate.

The study also confirmed that, compared to other developed countries, the United States is more inefficiently developed and that American cities tend to grow horizontally as population rises instead of vertically.

With this in mind, the report projects that the anticipated 30% population growth, between 2003 and 2030, will result in a 51% increase in land consumption. This equates to 44.5 million acres of land converted to residential and commercial development, and follows a trend of Rural Non-Metropolitan Statistical Areas developing land at nearly twice the rate of urban and suburban Metropolitan Statistical Areas.

One of the commonalities amongst low land consumption MSA counties, the SUNY researchers found, was that they were mostly located in states and cities with stronger planning agencies and urban growth boundaries. Furthermore, nearly all of the cities in these counties also had experienced rapid growth pre-automobile.

With a ranking of 43, Hamilton County comes in slightly better than the national average in its peer group. Elsewhere in Ohio, Clermont County ranked at 20 in its peer group, perhaps due to its makeup of 19th century towns and propensity of farms. And reflecting the dominance of post-war suburban housing, Butler and Warren Counties bring up the back of the pack at 62 and 55, respectively.

The three urban counties in Northern Kentucky, meanwhile, followed the larger trend for Kentucky overall and were found to be very efficient in their land use when compared to their peer groups.

For comparison, the Cincinnati metropolitan region as a whole scored better than those in Seattle, St. Louis, Kansas City, Orlando, Oklahoma City and Charlotte.

When Cincinnati’s population peaked in the mid-1950’s, it had over 500,000 residents within the city limits, while that number stood at just under 300,000 in the 2010 Census. This means that as the urban core continues to revitalize and add population, land that has become underutilized or abandoned will have the potential to be redeveloped, adding to the city and county’s density, and thus further improving its ranking.

Categories
Business News Opinion

EDITORIAL: Don’t Cancel Homearama, Relocate It

The past ten days have been interesting. A week ago I spoke with Keith Schneider from the New York Times about the booming residential property values in Cincinnati’s center city. Then, just one day later, the Home Builders Association of Greater Cincinnati announced that they would be cancelling this year’s Homearama event in Clermont County.

The annual suburban home show has been going since 1962, and was cancelled this year due to, “increased activity in other segments of the housing market.” One of the builders that has traditionally participated in those over-the-top suburban home shows is Great Traditions, which recently expressed a growing interest in developing urban properties.

Great Traditions is not the only one. Greiwe Development has also said that they would like to start building homes along the Cincinnati Streetcar starter line, John Hueber Homes made the same transition to Over-the-Rhine, and Ashley Builders appears to just be getting started on their work in the center city.

So while homebuilders are struggling in the region’s outlying suburbs, they seem to be thriving in a manner that is pulsating outward from Downtown and Over-the-Rhine.

It seems more than likely that Homearama will return in the not-so-distant future, but should it? With all the demographic and economic trends pointing in the opposite direction, perhaps the energy and money put into the 53-year-old suburban home show should be shifted elsewhere. I could think of some very nice places to do urban home shows in Pleasant Ridge, Walnut Hills, Avondale, West End, Price Hill, East End, and College Hill. And that is not even considering the possibilities in Northern Kentucky’s river cities.

Yes, there is CiTiRAMA, but that annual home show is often limited in its scale and tends to leave much to be desired.

The writing appears to be on the wall, which makes the outlandish Fischer Homes Expressway proposal look all the more desperate. Why keep up the fight? There are plenty of opportunities in our region’s first-ring suburbs, and the city governments overseeing those sites will assuredly be more than happy to cooperate.

Don’t believe me? Just ask those developers that had been defined by their suburban subdivisions for decades how they are liking life in neighborhoods like East Walnut Hills, O’Bryonville, Northside, Clifton and Over-the-Rhine where condos are virtually sold-out.

I hope the Home Builders Association of Greater Cincinnati decides to not cancel this year’s Homearama after all. I just hope they relocate it to the inner-city where the residential housing market is hot.

Categories
Business Development News

Hamilton County Posted Largest Population Gain in Cincinnati MSA in 2013

New population estimates released by the U.S. Census Bureau last week show that Hamilton County’s population slide has ended and that the Cincinnati metropolitan region remains the largest in Ohio, Kentucky and Indiana with more than 2.1 million people.

In 2013 Hamilton County added more than 2,000 new people – making it the biggest gainer in the 15-county tri-state region. Warren County came in a close second with just under 2,000 new people.

Boone and Kenton Counties in Kentucky and Clermont County in Ohio also posted population gains of more than 1,000 people. Meanwhile five rural counties in the region saw their population decline, with Brown County in Ohio losing the most at an estimated 165 people.

The Cincinnati region as a whole is estimated to have added just over 8,000 residents in 2013.

Cincinnati MSA Population Changes 2010-2013

Over the past year, the region also posted gains in terms of international migration, but saw continued losses for domestic migration. Net migration to the Cincinnati region was actually negative, but thanks to births significantly outpacing deaths, the region was able to post its overall population gain.

When compared to Columbus and Cleveland, Cincinnati lags in terms of international migration numbers.

Columbus, meanwhile, is the only region out of the big three in Ohio that posted gains in both international and domestic migration – making it the only metropolitan area in the state to have positive net migration in 2013.

Regionally, Hamilton County was the only county to see more than 1,000 new international migrants. But at the same time, Hamilton County also recorded the largest domestic migration loss of any county in the region.

While most all of Hamilton County’s population gains can be attributed to births exceeding deaths, approximately half of Warren County’s gain can be attributed to its positive net migration over the past year. Aside from Warren County, only four other counties in the region experienced positive net migration.

Ohio Metropolitan Region 2030 Population Projection

The population estimates continue to look bad for Cleveland, which recorded regional population loss once again. Since the 2010 Decennial Census, Cleveland has posted average annual population losses of 0.2%, while Cincinnati and Columbus have posted gains of 0.4% and 1.1% respectively.

Should these trends hold over the coming years, Columbus will follow Cincinnati’s lead and pass Cleveland, once the state’s most populous metropolitan region, in terms of overall population by 2017.

Due to the faster growth taking place in Columbus, it will also eventually catch and pass Cincinnati as the state’s most populous region a decade from now. Cleveland, meanwhile, will see its regional population dip below two million in 15 years.

A long forecasted but yet realized trend appears to be taking hold in the second decade of the new millennium. Instead of cities bleeding population to suburban areas, rural areas are now losing their population to suburban areas while cities hold on to their core population while also continuing to attract international and some domestic migrants from suburban and rural areas.

The Decennial Census in 2010 was a splash of cold water for many cities, including Cincinnati, who had thought that they had already reversed decades of population loss. Perhaps these new trends, now being realized, will finally result in the population gain so many cities have been longing for in 2020.

Categories
Business Development News Politics Transportation

Is the Eastern Corridor Project a Trojan Horse for an Extension of I-74?

The Eastern Corridor Program has been part of Cincinnati’s political landscape since 1999. That year the Ohio, Kentucky, Indiana Regional Council of Governments (OKI) completed a Major Investment Study that envisioned construction of a new expressway between I-71 and I-275 and commuter rail service on existing freight railroad tracks as a multi-modal solution to limited east-west travel in eastern Hamilton County.

But are the incremental upgrades planned for Red Bank Road that appeared in the Ohio Department of Transportation’s (ODOT) December 21, 2013 Preferred Alternative Implementation Plan part of a long-term plan to extend Interstate 74 across Hamilton County and east to Portsmouth, OH?

A veteran of Cincinnati transportation planning thinks so. Speaking on terms of anonymity, a source claims that he was approached in the mid-1990s by Hamilton County officials and out-of-state toll road builders who sought to extend I-74 from its current terminus in Cincinnati at I-75 to SR 32 in Clermont County.

According to the individual, the Eastern Corridor Program charts a different route for I-74 across Hamilton County but it achieves a similar end. Specifically, it aims to open eastern Hamilton County and Clermont County to development in a way that interstate-quality upgrades to SR 32 east of I-275 could not alone achieve.

Extension of I-74 east to Portsmouth was widely discussed in the Cincinnati media in the early 1990s. On November 11, 1991, The Cincinnati Post reported that the newly passed Intermodal Surface Transportation Efficiency Act of 1991 named “an extended I-74 – and a new I-73 between Detroit and Charleston, SC, through Ohio – as one of 21 high-priority corridors”.

Planning for new sections of I-74 began in the early 1990s in North Carolina, and today 122 miles of I-74 are now open in that state.

While ODOT has never explicitly studied an I-74 extension, it did begin planning I-73 immediately after passage of the highway bill. This planning took place in an unorthodox manner when, in 1991, former Ohio Governor George Voinovich (R) directed the Ohio Turnpike Commission (OTC) – not ODOT – to study construction of a new interstate highway connecting Toledo, Columbus and Portsmouth.

An 80% toll hike in 1995 raised suspicions that construction of I-73 was imminent, however the OTC ended its planning 1997. This event appears to have coincided with West Virginia’s decision to slowly build its section of I-73/74 as a public/private partnership with various coal companies. With the end of I-73 planning also went any expectation that SR 32 might soon be upgraded to I-74 between Cincinnati and Portsmouth.

Since the conclusion of the Ohio Turnpike Commission’s study in 1997, ODOT has not explicitly planned for I-73 or the I-74 extension. However, many of its recent activities are consistent with the OTC’s plans in the 1990s.

On July 22, 2013 Governor John Kasich (R) announced that excess Ohio Turnpike toll revenue will fund construction of the $450 million Portsmouth Bypass, which was part of the Ohio Turnpike Commission’s 1990’s-era I-73 study, and is a critical link in the national I-73/I-74 plan. To be initially signed as SR 823, the Portsmouth Bypass will be a fully grade-separated and access-controlled highway – an interstate highway in everything but name.

No mention of I-73 or an I-74 extension appears on ODOT’s website; but an October 12, 2010 post on the National I-73/I-74 Association’s website named Steven Carter, Director of Scioto County (Portsmouth) Economic Development, as well as two officials from the Toledo area, as attendees at the association’s fall 2010 “Road Rally” in Washington, D.C.

Near Cincinnati, improvements to SR 32 are bringing the roadway closer to Interstate Highway design specifications. A new $32 million interchange is under construction at I-275, and the Clermont County Transportation Improvement District is studying full grade separation and controlled access from Batavia to the Brown County Line.

Within Hamilton County, ODOT divided a possible I-74 route into two separate projects: SR 32 Relocation and Red Bank Road upgrades. At an August 2011 public meeting, ODOT displayed drawings of Red Bank Road reconstructed as a fully grade separated and access controlled expressway. Those drawings do not currently appear on the project’s website.

New drawings shown at ODOT’s Oct 2, 2013 meeting and in its December 21, 2013 report are less ambitious but do not preclude a future full conversion of Red Bank Road into an interstate highway.

The project website states that the relocated SR 32 will “feel like a boulevard or parkway…it will not be a highway like I-71 or I-75”. However, no design feature presented to-date by ODOT prevents relocated SR 32 from being improved to full grade separation and limited access. In the meantime, planning and promotional activities for the future I-74 connecting the Midwest with the coastal Carolinas continue in earnest.

Editorial Note: In the coming weeks, we will publish two follow-up stories related to the Eastern Corridor Program. The first will take an in-depth look at the Portsmouth Bypass and West Virginia portion of the I-74 extension, and the second will provide an updated look at the program’s proposed Oasis Commuter Rail line.