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EDITORIAL: It’s Time to Consider Moving Major Festivals to Central Riverfront

Taste of Cincinnati on Fifth Street in 2014 [Taste of Cincinnati]

There has been much rancor over the past week about how or if to operate the streetcar during major events such as Oktoberfest or Taste of Cincinnati. The perceived problem is that the streetcar’s tracks cross the existing location of those major festivals, and would thus pose a conflict.

It is worth taking a look at these festivals and their locations along Fifth Street, along with what other options might exist.

Historical Context
Both festivals got their start in the 1970s, with Oktoberfest tapping its first keg in 1976 and the Taste of Cincinnati kicking off in 1979. While Oktoberfest originally began on Fifth Street, Taste of Cincinnati did not. In fact, it was not until very recently that the Taste of Cincinnati moved to Fifth Street and joined its mega-festival partner.

When Taste of Cincinnati modestly kicked off 36 years ago, it was actually held in Piatt Park. It stayed there for three short years and then moved to Central Parkway, where it remained until 2007 when the renovation of Fountain Square was completed. At that time, it made sense to host both festivals to Fifth Street around the reborn Fountain Square.

When the city’s first modern streetcar line opens next year, it will have been nine years since both festivals were regularly being held on Fifth Street. Following this year’s scheduled events, it will also be time for both festivals to consider moving to even better environs along the central riverfront. Of course, since the streetcar isn’t planned to open for operations until September, that means Taste of Cincinnati could stay where it is without any problems for 2016 as well.

Accessibility
One of the biggest positives and negatives about Fifth Street is its central location and connectivity to Fountain Square – the traditional public gathering point for Cincinnatians. Everyone knows where it is. The problem with it is that it is also all of that for everyday residents, visitors and workers in the bustling central business district; and these events shut down that corridor for days at a time.

With the events typically extending from Race/Vine Street to Sycamore/Broadway Street – a four- to five-block span – they also require a number of cross streets and major transportation hubs like Government Square to shut down. When the streetcar begins its operations, it too will have to alter its operations and only run approximately half of its initial route during the events.

By moving both festivals to the central riverfront they would be able to take advantage of the huge Central Riverfront Garage underneath The Banks, and also be able to take direct advantage of the Riverfront Transit Center, which was custom built for serving massive crowds such as those that attend Oktoberfest and Taste of Cincinnati.

At the same time, Metro bus service and streetcar operations would be able to continue uninterrupted.

Furthermore, unlike Fifth Street, the streets at The Banks do not serve as major access points for the regional highway system, so closing those streets off would not severely disrupt the flow of goods and people in the central business district. Without that restriction, Oktoberfest and Taste of Cincinnati could explore the idea of taking place over additional days, instead of being limited to three-day weekends.

Accommodations
Like Fifth Street, the central riverfront is within close walking distance of the many hotels located in the central business district, but it doesn’t serve as a barrier to them with its tents, debris and staging.

In addition to the hotels, businesses at The Banks would be much better-suited to handle mega events such as these. Buildings and storefronts along and around Fifth Street have been designed in a traditional sense, while those at The Banks have been custom built to accommodate large street crowds and festivals with walk-up windows, fold open walls and the forthcoming open-container law.

In fact, the huge popularity of Oktoberfest has already begun to spread beyond Fifth Street. UberDrome is now set-up in Smale Riverfront Park by the Moerlein Lager House and Paulaner; and the growing number of breweries in Over-the-Rhine are also now hosting special events during the period during and around Oktoberfest. A perfect connection between all of the festivities, as has been suggested by Christian Moerlein’s owner Greg Hardman, is the first leg of the streetcar.

Organization and Set-Up
Fifth Street, unlike the central riverfront, has very little in terms of open areas for special activities. With the $125 million dunnhumby Centre now complete at Fifth and Race, Fifth Street has also lost a large surface parking lot that had served as a staging area for these festivals. Along the central riverfront there are several event lawns that not only offer more flexibility for programming, but also are more comfortable for event-goers than the hardscapes offered along Fifth Street.

Furthermore, while Cincinnatians have grown accustomed to the linear organization of these types of festivals, which may not be the best set-up for them. With the ability to shut down multiple streets at a time without causing problems for traffic flow, The Banks allows for a more district-oriented festival. This would allow people to more easily get from one spot to another, without needing to go back against the grain an entire four blocks to meet friends just arriving.

In addition to all of this, The Banks development and Smale Riverfront Park are only getting bigger. So as they expand over the coming years, so will the possibilities for both of these great festivals that help to define the spirit of Cincinnati and its people.

While the Cincinnati Streetcar may be sparking this conversation, the decision to move Oktoberfest and Taste of Cincinnati to the central riverfront is clear on its own merits and should be seriously considered. Both continue to grow in popularity and set record crowds each year. At some point soon we are going to have to make a decision about how to accommodate these growing crowds.

Let’s allow our companies in the central business district to flourish without interruption, our transit systems to serve huge crowds at full capacity, and two of our greatest cultural festivals the ability to grow and prosper for generations to come. Move Oktoberfest and Taste of Cincinnati off of Fifth Street and to the central riverfront.

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News Transportation

New Transit Hubs on the Way for Northside, Walnut Hills

Walnut Hills and Northside have long been two of the region’s busiest transit hubs, and now it appears that they will finally get their due as part of an ongoing effort by the Southwest Ohio Regional Transit Authority (SORTA) to broaden its services beyond its traditional hub-and-spoke model.

To-date those efforts have included the construction of the Glenway Crossing Transit Center, Uptown Transit District and Montgomery Road Metro*Plus Route – all of which have been found to be helping boost ridership.

Two action items before today’s meeting of SORTA’s Planning & Operations Committee call for the award of funds to two companies to design transit hubs in both neighborhoods.

The first item is a $126,000 award to Woolpert. This contract would fund the final design and construction contract services for what is being called the Walnut Hills Transit District, which would include new passenger shelters, lighting, route information, sidewalk improvements and other amenities at seven bus stops throughout the Peeble’s Corner District.

While not yet approved, the investment was hinted at when Metro announced that monthly passes and regional stored-value cards would be available for purchase at the Walnut Hills Kroger.

The second item on the agenda would provide $319,000 to Michael Schuster Associates Architects (MSA), who also designed Government Square and the Uptown Transit District, to provide the preliminary and final design and construction contract administration services for an off-street transit center in the heart of Northside’s business district at the intersection of Spring Grove, Hamilton and Blue Rock.

According to official documents, the new transit center will include new passenger shelters, pedestrian-scale lighting, next bus information, sidewalk and waiting area improvements, and other amenities. Further adding to the firm’s strength, MSA had completed a conceptual layout for the Northside Transit Center in 2012.

According to SORTA officials, the funds for both of these allocations will come from the agency’s annual capital budget funding.

For Northside it comes at a particularly good time, as the first Cincy Red Bike station outside of Uptown or Downtown is currently being installed.

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News Transportation

New Payment Technology Allows Metro, TANK to Partner on Regional Fare Card

Cincinnati Regional Transit Pass Announcement [Provided]

Regular commuters who cross the Ohio River, either into Cincinnati or Northern Kentucky, are well aware of bringing the required amount of change to transfer between Metro and TANK buses. Other non-seasoned riders, however, were stuck with navigating a complex combination of transfer fees and payment options.

The region’s two largest transit agencies announced that technology afforded to them in 2011 will support the introduction of a long-anticipated regional fare payment card. Metro unveiled the shared stored-value card earlier this month at The Westin’s Presidential Ballroom during the annual State of Metro address.

Transit officials say that the card works with both TANK and Metro buses, thus eliminating the need for carrying change on either system. The card deducts the correct fare amount for each agency so if a rider boards a Metro bus it will deduct $1.75 for Zone 1 or $1.50 for a TANK bus fare.

“We are trying to make this a more seamless and integrated approach to transit.” Metro spokesperson Sallie Hilvers told UrbanCincy.

While there already is a monthly pass that can be used for both systems, the pass is limited to rides on TANK and Metro buses within Cincinnati city limits. As a result, officials from Metro and TANK believe the new shared stored-value card provides better accessibility and flexibility to people who use both systems on both sides of the river.

Behind the scenes, Metro handles the accounting for the stored-value cards so if the card is used on a TANK bus, the agency reports that usage to Metro, which then reimburses TANK for the fare.

“We’ve seen more people buying day passes and stored value passes since we introduced them.” Hilvers said.

The pass is available for purchase online, and at the 24-hour ticketing kiosks Metro began installing earlier this year. TANK’s Covington Transit Center is not yet selling the new stored-value cards, but transit officials there anticipate it becoming available in the near future.

This kind of collaboration is not what has traditionally defined the relationship between Metro and TANK, but Hilvers said that this has been years in the making and hopes that it will lead to even more collaboration in the future.

According to Hilvers, the next goal is to work with local universities to develop a standard student and faculty card that would cover access to area institutions served by both transit agencies. Currently Metro has separate agreements with the University of Cincinnati and Cincinnati State, while TANK has an agreement with Northern Kentucky University.

Such changes would seem to bode well for both Metro and TANK. In 2013, Metro reported surging ridership due to the implementation of new collaborative programs and improved fare payment technology.

While the new technology and services are a step toward a broader overhaul of the way area residents and visitors pay for and use the region’s transit networks, it is still a ways from what is considered industry best practices.

Leadership at the Southwest Ohio Regional Transit Authority (SORTA), which oversees Metro bus and streetcar operations, says that they are working on ways for riders to get real-time arrival information system-wide.

The challenge, they say, is to make sure it is a benefit available to all users. Therefore, transit officials are working to implement real-time arrival information that utilizes smartphone, adaptive website and phone service technologies. Metro representatives are tentatively saying that they are hopeful such services could be in place by spring 2015.

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News Transportation

System Designs Unveiled, Operating Agreement Reached for Cincinnati Streetcar

Brewery District Streetcar Station [Provided]

Officials with the City of Cincinnati and Southwest Ohio Regional Transit Authority (SORTA) made several major announcements last week pertaining to the rollout of the Cincinnati Streetcar system.

While the design of the rolling stock and the system’s color scheme were revealed more than a year ago, the official branding for the new mode of transit for the Cincinnati region had not. SORTA officials say that the branding will be utilized all throughout the system including its fare cards, ticketing machines, uniforms, wayfinding, brochures, website and social media, and, of course, the trains and their stations.

The branding scheme was put together by Kolar Design, whose offices are located in the Eighth Street Design District just two blocks from the nearest streetcar stop, after competing with more than 100 other firms interested in the opportunity to developing the design scheme.

Project officials say that the $25,000 cost for the branding effort was paid for through Federal funds.

Founders Club Card Sales
At the same time, SORTA and City officials announced the availability of 1,500 Founders Club Cards. The sale of the cards, officials said, would help raise some initial funds to be used to help offset initial operating expenses.

Project officials have informed UrbanCincy that approximately half of the 1,500 cards were sold within the first 24 hours of going on sale; and that more than 1,000 had been sold by Friday. A limited number of Founders Club Cards are still available for purchase at the Second Floor Cashier’s Office at City Hall, Metro’s sales office in the Mercantile Arcade across from Government Square, and online at Metro’s website.

There are three card options available. The first goes for $25 and allows for unlimited rides for the first 15 days of service, which is currently pegged for 2016. The second and third options go for $50 and $100, and allow for unlimited rides for the first 30 and 60 days, respectively.

The commemorative metal cards and matching metal cases were seen by some as one of the first ways for Cincinnati Streetcar supporters to show their support. Having experienced strong sales thus far, it seems as Metro’s strategy may prove to be a success.

“This is one of the first tangible opportunities streetcar enthusiasts can show their support,” said City Councilwoman Amy Murray (R), Transportation Committee Chair. “This is a great idea that Metro has developed to generate excitement. I think many will appreciate the privilege of being a Founding Club Member with this commemorative card.”

Operating Agreement Finalized
Perhaps lost amid the other news was the signing of an official operating agreement. Under the current structure, the City of Cincinnati is building the system, and is its owner, but will contract out its operations to SORTA.

The Cincinnati Streetcar Operating & Maintenance Agreement first came out of Murray’s Transportation Committee and was approved 7-2 by City Council in early November. It calls for expanded on-street parking enforcement in Downtown and Over-the-Rhine until 9pm, an increase in parking rates in those two neighborhoods, and a set streetcar fare of $1 for two hours.

The agreement also utilizes an innovative technique that would lower property tax abatements 7.5%. This is an important component of the agreement as it addresses a longstanding call from opponents for those benefiting from real estate valuation increases to cover more of the costs of modern streetcar system. It also eliminates the need to utilize the Haile Foundation’s $9 million pledge, and would instead only tap into those funds in a worst-case scenario.

Project officials estimate that the system will cost approximately $3.8 to $4.2 million annually to operate, and that those costs would be covered by $1.5 million in additional on-street parking revenue in Downtown and Over-the-Rhine, $1.3 million from fares and advertising, and an estimated $2 million annually from the tax abatement reductions.

“This is the most innovative plan I’ve seen in the United States,” stated John Schneider, noted transit advocate and real estate developer, at the time of City Council’s approval in November.

The SORTA Board approved the agreement last week and touted the benefits of having operations of the Cincinnati Streetcar be handled through Metro, which also runs the region’s largest bus service.

In addition to the critical financing elements of the agreement, it also delineates various responsibilities once service goes into effect. To that end, the City of Cincinnati will be in charge of maintaining traffic signals, clearing blockages from the streetcar path, cooperation on utility interfaces, safety and security; while SORTA will be responsible for operating the system, maintaining vehicles and facilities, fare collection provision and maintenance, marketing and advertising sales.

Construction on the $148 million first phase of the Cincinnati Streetcar continues to progress, with most track work in Over-the-Rhine now complete and track work now progressing through the Central Business District. Current time frames call for operations to begin in September 2016.

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News Opinion Transportation

Transit Users Will Need 7 Hours to Commute to ODOT Public Transit Meeting

Location of ODOT's Transit Meeting [Google Maps]

An event making the rounds on social media hosted by the Ohio Department of Transportation (ODOT) provides an opportunity for citizens to tell Governor John Kasich’s (R) administration about public transportation improvements they’d like to see in their city. The public meeting to discuss statewide transit needs is hosted on Friday, October 31 from 10am to 12pm at the Warren County OhioMeansJobs Center in Lebanon.

While the gathering has good intention, it fails to meet the basic criteria of planning a public involvement meeting:

  1. Never host a public meeting on a holiday.
  2. Never host a public meeting on a Friday or weekend.
  3. The location of a public meeting should be accessible to all members of the community and able to attract a diverse group of citizens.

By car, Lebanon is roughly a one hour drive north of Cincinnati, and a 30-minute drive south from Dayton. It’s also the city where the regional ODOT office is located; understandably why the administration would opt to hold a public involvement meeting here. What went unconsidered are the needs of people that the public meeting is focused on: citizens reliant on public transportation.

The closest Metro bus stop to Lebanon is 8.3 miles away, near Kings Island in Mason. Let’s say we’re feeling ambitious and attempt to take the bus, then bicycle the remaining journey to Lebanon. It would take 48 minutes to cycle to the meeting in addition to the 1 hour, 11 minute ride on the bus. Cincinnati Metro, the region’s bus system, only offers select service to the northern suburbs. In order to arrive on time for the 10am meeting, a person dependent on transit would have to catch the 71x at 7:45am, arrive in Mason at 8:52am, then continue to the meeting on bicycle.

Getting back home is another story. The public involvement meeting adjourns at 12pm, but the bus route that services Mason is a job connection bus, meaning it only runs traditional hours when people are going to and from work. After another 48 minutes of cycling back to the bus stop, the inbound 71x picks up shortly after 3pm and returns to Cincinnati at 4:40pm.

In summary, if a citizen dependent on bus transportation wishes to give ODOT their input, they would spend 7 hours commuting to the two hour meeting, and need to able-bodied to ride a bicycle for eight miles. What about senior citizens and people with disabilities? Who can afford to take an entire day off work to attend a meeting? As a transit rider who has a car, driving an hour each way to attend the meeting –in the middle of the work day– for me, is inconvenient and unfeasible.

The poor choice of trying to combine Cincinnati and Dayton into one meeting was an unfortunate oversight in event planning. Instead, meetings should be hosted in the downtown of each city, just like they have been in Columbus and Cleveland which are also participating in the ODOT series.

Since 2011, Governor Kasich has cut $4 million from the state’s public transit budget, leaving Ohio with one of the lowest funded transit systems in the country. If there’s a genuine interest in hearing how those cuts affect the people that rely on public transportation the most, the administration needs to schedule a second meeting in Cincinnati near Government Square where those people can actually get to.

Of course, this isn’t the first time area transit users have been ignored when it comes to public meeting locations. Earlier this year, Ohio Secretary of State Jon Husted (R) upheld a decision to relocate Hamilton County’s Board of Elections office to a location that would take up to four hours to access by transit.