The largest Bockfest celebration in North America took place in Cincinnati this past weekend. The three-day collection of festivities gathered beer lovers in celebration of the coming of spring and Bock beer.
Thousands of Cincinnatians and visitors converged in historic Over-the-Rhine for more than just beer though. Tours guiding people through Cincinnati’s beer history and the history of the neighborhood entertained many. Others came for the food and drink. But others came to enjoy the more eclectic activities that took place over the weekend like the annual Bockfest Parade which kicks off the festival.
UrbanCincy contributor Thadd Fiala was there to capture it all. Enjoy 26 of his photographs during the wet and rainy 2011 Bockfest Parade. Also, be sure to check out Thadd’s photographs from last year’s Bockfest Parade.
While many of Cincinnati’s beer connoisseurs are aware of Samuel Adams‘ Cincinnati roots, most around the world believe that the beer is uniquely Boston. History and current events tell us that quite simply is not true. WCPO reports on the full story about America’s largest beer company’s roots in the Queen City and its current presence in the West End.
Cincinnati beer lovers and historians have seen a resurgance of Cincinnati beer brands like Little Kings, Christian Moerlein, Hudephol and Bürger. These beers have joined a growing collection of craft beer brewers like Listermann, Mt. Carmel, Rivertown and more. On top of all that, the Moerlein Lager House will add another impressive brewhouse to Cincinnati’s collection along with the Bavarian-style brewhouse Hofbräuhaus in Newport and Rock Bottom on Fountain Square, and Christian Moerlein has recently opened a new brewery in historic Over-the-Rhine.
Also, be sure not to forget about the world’s second largest Oktoberfest celebration, the nation’s largest Bockfest celebration and the slew of beer tasting festivals held all throughout the region. There have also been some rumors that Samuel Adams may open a brewhouse in Cincinnati as well. Stay thirsty, and enjoy Cincinnati’s rich beer history and its bright future.
In a little less than three weeks, Bockfest will take over historic Over-the-Rhine for a full weekend beginning with the annual parade on Friday, March 4. While the Bockfest weekend is a popular weekend for many locals, it is so much more than just a few days on the first weekend of March. There are many events leading up to the weekend, and a bevy of ways to get involved with the festival that make it that can make it much more engaging.
One of the highlights is the crowning of the annual Sausage Queen which occurs this year on Saturday, March 5. There are however five preliminary rounds leading up to the finals that night continuing this Friday night at Washington Platform and then every other evening until February 26 at Milton’s Prospect Hill Tavern. The full schedule and rules of engagement can be found online.
There are three other events leading up to the weekend as well. Nothin’ But Bock Teaze Happy Hour will take place at Milton’s on February 23 where folks will have their first chance to pick up the 2011 Bockfest shirt at the discounted price of $15. A drawing for the Ultimate Bockfest Weekend, including a suite at Garfield Place and $250 in vouchers, will be held at Cafe Martin on February 24. Tickets, for that event, can be purchased online ahead of the event for just $10.
And finally, on the Sunday before Bockfest the annual Precipitation Retaliation event will be held at Grammers. The event will include, among other things, the burning of a snowman in effigy for hopes of good weather at Bockfest – a tradition born after the 2008 Bockfest dealt with one of the worst blizzards in a decade.
While the events leading up to Bockfest help make it more engaging, the best way to feel connected to the event is to volunteer during Bockfest weekend itself. Speaking as someone who has volunteered during the 2009 and 2010 events (and is signed up again this year) it definitely adds to the weekend in a very positive way.
There are two main things for which you can volunteer: Bockfest Hall or The Prohibition Resistance Tours. Bockfest Hall duties include selling and pouring beer, selling merchandise, checking IDs at the door, and general help. Volunteering for the tours is a little more intensive as you also have to commit to a training session, but it is rewarding and actually quite simple. Aside from the training there is a script provided so that you can easily relay the history of the breweries and show off the lagering cellars and tunnels with ease.
I have to say that as a volunteer for the tours it really helps one gain a deeper understanding and appreciation of Cincinnati’s rich brewing heritage. All volunteer opportunities are available online. Stay connected with UrbanCincy to get our custom guide to enjoy the annual festival as it draws nearer.
The Betts House, one of Cincinnati’s best kept secrets, has a new exhibit opening this weekend featuring over twenty drawings by the husband and wife team of Barbra and David Day. Vanishing Cincinnati includes drawings that depict Cincinnati’s urban landscape from the mid 1800’s to the mid 1900’s. They feature both very familiar landmarks such as Findlay Market and the Roebling Suspension Bridge as well as landmarks that have been lost as time moved on including the Albee Theater and the Bus Depot.
The Days are design consultants that work in Pendelton, and are fourth and fifth generation Cincinnatians that have taken many projects on around the city. Some of their work around the city has included the architectural restoration of the historic Enquirer building on Vine Street, the Over-the-Rhine Gateway Monument at Liberty Street and Reading Road, and the mosaic in the market house at Findlay Market which was installed to celebrate its 150th year of operation.
In interviews, David Day has said that through the multiple generations of his family there has been a David Day shopping at Findlay Market since the end of the Civil War. Clearly he and his wife have a passion and deep understanding of Cincinnati which should come through loud and clear in their drawings.
The partnership with The Betts House is really a match made in heaven as The Betts House has deep historical connections as well. Not only is it the oldest residential building in the Cincinnati basin, it is also the oldest brick house in the state of Ohio.
Built in 1804 as a part of the Betts Family Farm (a 111 acre piece of land that makes up today’s West End neighborhood), the Betts House is currently used as a gallery hosting various art projects through the year, there were five generations of the Betts family that called the house on Clark Street home and it basically sits unchanged today, after some restoration of course. The house and the exhibits are privatley funded through grants and sponsorships with donations and memberships available for individuals as well.
Vanishing Cincinnati, made possible by a grant from ArtsWave, will open this Friday, February 11 with a reception starting at 5pm and run through April 23. The Betts House is otherwise open Tuesday through Thursday from 11am to 2pm, and on the second and fourth Saturday each month from 12pm to 5pm. Admission for Vanishing Cincinnati is just $2.
One-by-one, and with little fanfare, nearly every major American city which scrapped its streetcar and other rail transit lines mid-century has since 1970 built a new rail system of some kind. Between 1970 and 1990, new-start systems began operations in Washington, DC, Baltimore, San Francisco, Los Angeles, Portland, Atlanta, Buffalo, San Diego and Miami. Between 1990 and 2010, new-start systems were built in Denver, St. Louis, Seattle, Sacramento, Dallas, Houston, Charlotte, Salt Lake City, Minneapolis and Phoenix.
As of 2011, Cincinnati is now the largest metropolitan area, with the exception of Detroit, with no rail transit whatsoever. Attempts to fund a regional rail transit system were defeated by Hamilton County voters in 1971, 1979, 1980, and 2002. Cincinnati’s modern streetcar plan, after winning at the polls in 2009, was fully funded in 2010 but faces yet another challenge from special interest groups in 2011.
Is there some physical reason why rail transit is poorly suited for Cincinnati, as its opponents have always contended? No – and the purpose of this article is to illustrate that Cincinnati is in fact much better suited than several cities that have recently built rail transit systems. In short, dating from Mayor Murray Seasongood’s assertion in the late 1920’s that Cincinnati was too small for a rapid transit system, a long line of Cincinnati politicians, usually self-proclaimed reformers or financial watchdogs have succeeded in diverting federal funds away from Cincinnati to less deserving cities.
How Atlanta received the Federal award to build MARTA Thirteen years after passage of Federal-Aid Highway Act of 1956, the Federal Government began funding construction of rapid transit systems. First was the Washington Metro, which received funding in 1969 and began construction shortly thereafter. The Urban Mass Transit Act of 1970 allocated $10 billion for the expansion and upkeep of existing systems in New York, Boston, Philadelphia, Chicago, and elsewhere, and funded approximately 80 percent of the cost of new rapid transit systems in Baltimore, Miami and Atlanta.
The award of nearly $1 billion, to Atlanta in the early 1970’s, stands as one of the most bizarre episodes in the history of public transportation in the United States. This enormous sum (equivalent to approximately $3 billion in 2011 dollars) was originally allocated to Seattle but was diverted after King County voters failed to approve a local tax to operate the planned system. Meanwhile, Atlanta-area voters did approve a transit sales tax, and due to a shortage of cities with such a tax, received the federal award and broke ground on MARTA in 1975.
The configuration of MARTA’s two lines, which radiate from downtown Atlanta in four directions, has been the subject of much criticism. Approximately four miles of subway construction in the Downtown and Midtown areas consumed enough of the project’s budget as to force cut backs in suburban areas. Outside of the Downtown tunnels, the lines typically follow freight rail lines, with inconveniently positioned stations. These poorly located stations have limited the system’s overall ridership by discouraging the construction of transit-oriented developments. Nevertheless, large transit-oriented developments (TODs) have been built at some MARTA stations, and system ridership is presently reported to be 260,000 each weekday.
So why did Cincinnati not apply for the award Atlanta received?
In 1970, Atlanta and Cincinnati were at the center of metropolitan statistical areas (MSA) identical in population. But Cincinnati was still much more densely built than Atlanta, and therefore much better suited for construction of a rapid transit system. Not only were Downtown and Over-the-Rhine much more active than they are now, but Cincinnati had numerous old neighborhood business districts that could have been saved from extinction with a subway station beneath their primary intersections.
A drawing for such a system was in fact made by the Ohio-Kentucky-Indiana Regional Council of Governments (OKI). In anticipation of a UMTA application in 1971, OKI developed a 57-mile regional rapid transit plan that would have included at least 10 miles of subway construction in Cincinnati, a tunnel under the Ohio River, and more subway construction in Covington and Newport. Under UMTA guidelines, Cincinnati-area residents would only pay $100 million of its estimated $500 million capital cost.
But Cincinnati could not apply because UMTA awards were available only for those cities with publicly operated bus companies. In 1970 public transportation in Cincinnati was still provided by Cincinnati Transit, the bus-only descendant of the Cincinnati Street Railway, a situation that persisted after a countywide property tax that would have funded a public bus company failed in 1971. Cincinnati Transit was not put out of its misery until city voters approved an earnings tax in 1973 that enabled formation of Queen City Metro.
The .03 percent earnings tax was insufficient to cover the 20 percent local match required for UMTA awards, therefore, even after having established a public bus company, Cincinnati could still not apply for large capital awards without either a supplement or replacement of the city earnings tax. A pair of countywide transit taxes failed in 1979 and 1980, and therefore Cincinnatians paid in but received nothing from the Urban Mass Transit Assistance Act.
What is so frustrating about these events is that of the three cities that received new-start awards, only the traditional urban character of Baltimore in any way resembles that of Cincinnati. Miami and Atlanta, which by 1970 had just surpassed Cincinnati in size, experienced most of their growth in the automobile era and so could not possibly benefit similarly from construction of rapid transit systems. In short, federal awards weren’t made on the basis of suitability or cost-benefit, but rather who fought hardest for the money.
What if…? Federal funding of rail transit declined after the exhaustion of UMTA funds in the late 1970’s. As such, the FTA has not funded any new-start rapid transit subway systems, with the exception of the Los Angeles Red and Purple Lines in the late 1980’s, and has shifted its funding to the less expensive light rail mode. In Cincinnati, regional transit system plans downsized from OKI’s 1971 Regional Rapid Transit plan to less ambitious light rail plans.
These light rail plans typically called for little or no tunnel construction. Unfortunately, this is not the best solution for Cincinnati, as many of its walkable neighborhood business districts can only be reached by the type of bored tunnels called for in OKI’s 1971 Regional Rapid Transit Plan. Since the FTA no longer funds extensive tunnel construction in mid-sized cities, Cincinnati has no hope of constructing such tunnels without a return of Federal funding for such projects to 1970’s levels.
Next time you are in Hyde Park Square, at Skyline Chili in Clifton, near St. Lawrence Church in Price Hill, or walking Covington’s MainStrasse Village, imagine being able to walk down a staircase to a subway train that could take you Downtown or to any of those other points in just a few minutes. The money was there for the taking back in the early 1970’s, and we could have gotten it just as easily as Atlanta did, but your parents and grandparents were tricked into voting against it.
Jake Mecklenborg is a transit historian and published author. His new book Cincinnati’s Incomplete Subway: The Complete History explores the strange and largely untold history of rail transit in the Queen City.
