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Business News Politics

What Does Cincinnati’s Nativity Rating Mean for Its Long-Term Migration Prospects?

Cincinnati has a migration problem that is two-fold. First, it lags behind most major metropolitan regions in North America when it comes to attracting international migrants. Second, and perhaps more significantly, is that the region has a stagnant domestic population.

This is not because domestic migrants are any more or less important than international migrants. But rather, it is because stagnancy is a major problem for cities.

As many demographers and social scientists have pointed out, focusing public policy on retaining existing talent is a bad approach. In fact, large movements of people out of one region can be a very positive thing. That is, of course, if it is balanced out by a large influx of people into that same region. This is the case for North America’s largest cities, and is also evidenced at a larger scale in California.

But beyond that, older Midwestern cities with a large cluster of high-quality universities also seem to export more people than they import. That, in and of itself, is not the problem.

“This notion of the university as a “factory” gets very close to the truth,” Aaron Renn, owner of The Urbanophile, wrote in 2010. “A friend of mine noted that if we treated steel mills like universities, Indiana would be obsessing over “steel drain” and spending hundreds of millions of dollars on programs to try to keep steel from leaving the state.”

Renn went on to say that the notion of doing such a thing would be ludicrous, and that it is important to understand the details of what is really going on when it comes to a region’s migration patterns.

“Migration does matter. Any city that thinks it can be blasé about this is fooling themselves,” wrote Renn in a separate piece. “On the other hand, surface numbers only tell us so much. We need to understand the dynamics going on underneath the hood.”

By most comparative measure, Cincinnati actually does very well compared to many places at retaining its population. The problem is that it does very poorly at bringing in new people from outside the region.

Based on five-year estimates from the American Community Survey, this stagnation can be clearly seen.

Perhaps not surprisingly, the areas of the Cincinnati Metropolitan Statistical Area (MSA) which have the highest percentage of people living there that were born in another state are near state borders. Since the Cincinnati MSA stretches across three states, you can see that movement of Ohio residents to southeastern Indiana and northern Kentucky has boosted numbers in those locales.

On average, approximately 68% of the 2.2 million person Cincinnati region was born in the state where they currently reside. Meanwhile, Uptown and Cincinnati’s northeast suburbs appear to be the only parts of the region that are actually attracting newcomers to the region.

Another key finding here is the utter lack of movement of people into or out of Cincinnati’s western suburbs, which have a native born population between 80-100%. This number is roughly comparable to most rural areas in Ohio, Kentucky and Indiana.

The Cincinnati region, however, is not alone when it comes to a stagnant population.

While Columbus was seen as a leader amongst big cities in terms of its domestic migration rate, it appears that Columbus is merely attracting new residents to its region from elsewhere in Ohio. Almost the entire Columbus MSA has a native born population between 60-80%.

The numbers are even worse for the Cleveland MSA, which, on average, has a percentage of native born population higher than the average for Ohio, Kentucky and Indiana. This is in spite of the Cleveland MSA attracting more international migrants than any other in the three-state region.

Even though Cincinnati continues to post modest annual population growth, it continues to be on the outside looking in when it comes to North America’s most economically successful cities. If Cincinnati wants to just focus on attracting existing Americans to the region, then it should look to Houston, Dallas or Atlanta, which are all hubs for domestic migration.

This scenario, however, seems unlikely since each of those regions is positioned uniquely in terms of their economy or their geographic location. So, if Cincinnati is to really ramp up its population growth, it better look at what other metropolitan regions are doing to make themselves more attractive to international migrants.

Perhaps Mayor John Cranley’s new, yet-to-be-unveiled initiative can help with this. But does he or his administration actually know what is going on underneath the hood?

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Business News Politics

Comprehensive Study Needed to Examine Cincinnati’s Migration Problem

Cincinnati has a problem with attracting immigrants.

While it is the largest metropolitan region in Ohio, Cincinnati lags behind both Cleveland and Columbus in attracting foreign migrants. Even as Cleveland continues to lose population and struggles with a weak economy, Cincinnati, with its much stronger economy and national recognition, attracts fewer of America’s newest residents.

More alarmingly, at 4.6%, Cincinnati ranks behind all of its regional competitors (Columbus, Indianapolis, Louisville, Pittsburgh, St. Louis) in percentage of foreign-born population. Columbus (10.5%) and Indianapolis (8.4%) have double or nearly-double the percentage of foreign born population. Cincinnati only bests Pittsburgh and Louisville in terms of attracting immigrants over the past three years.

International Migration 2010-2013

The United States as a whole continues to attract millions of new immigrants. They’re just not coming to Cincinnati at the same rate as elsewhere.

Mayor John Cranley’s (D) recent announcement to start an initiative to grow the immigrant population in Cincinnati is a welcome one. With statistics showing that immigrants are more likely than non-immigrant Americans to start a business, a flux of foreign residents would be good for Cincinnati’s economy in more than one way.

Cranley is not unique among mayors in cities across the nation that have suffered massive population losses since the 1950s. From Baltimore and Philadelphia, to Detroit and Dayton, cities across the country are now targeting immigrant communities in order to help bolster populations and foster economic growth.

Preferably, Cincinnati’s quest to attract new immigrants will be part of a larger plan to attract new residents, period. While lagging behind in attracting immigrants, the region also continues to shed existing residents to other parts of the country.

International - Domestic Migration in 2013

Local leaders should authorize a comprehensive study to find out why Cincinnati struggles so greatly with attracting domestic and international migrants. With a growing economy and incredible regional assets, there is no reason why Cincinnati should fail so miserably at attracting new people.

It may prove wise to set city funds aside to create some sort of media blitz that touts the benefits of the city and the surrounding region. With a recent Gallup poll showing that 138 million people around the world would choose to move to the United States if given the opportunity, the market for new immigrants is surely present. Some sort of economic incentive would help as well. Tax breaks for immigrant businesses and incentives to live within city limits will help attract immigrants of all economic levels.

It is not a stretch to imagine that Columbus’ ability to attract and retain so many more immigrants than Cincinnati is due to the presence of Ohio State University, one of the nation’s most prominent public universities. As a result, Cranley should take heed and foster greater cooperation between the City of Cincinnati and the University of Cincinnati and Xavier University, using those nationally-recognized institutions to attract even more newcomers.

At the end of the day, however, immigration is a national issue. For that reason, regional leadership should be in active dialogue with Cincinnati’s Congressional delegation and lobby them to support immigration reform and initiatives that will help attract immigrants not just to the U.S. in general, but to the Cincinnati region specifically.

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Business Development News Transportation

Dayton Secures $1M in Capital Funding to Launch Bike Share System in Spring 2015

Dayton Bike Share MapThe City of Dayton, in collaboration with Bike Miami Valley, Downtown Dayton Partnership and the Miami Valley Regional Planning Commission (MVRPC), plans to start a bike share program in the spring of 2015.

The system will operate similarly to Cincinnati’s planned bike share system announced this past February. The main difference between the two, however, is that Dayton has secured $1 million in capital funding to build out the initial system of more than 200 bikes and 22 stations located throughout Dayton’s center city.

According to city officials, the bulk of the capital funding will come from a grant from the Federal Highway Administration Surface Transportation Program. The City of Dayton will then provide an additional $250,000 funding for capital costs and initial operations.

The accomplishment of securing the capital funding was one not lost on those at the press conference. Scott Murphy, director of business development at the Downtown Dayton Partnership, emphasized that Dayton is the second city in Ohio to secure the capital for a bike share program.

Even though Cincinnati officials have yet to secure the capital funding for their planned bike share system, they remain optimistic they can do so and start operations in 2014 – ahead of Dayton’s planned launch early next year.

Also unlike Cincinnati where a non-profit entity will manage the system, the Greater Dayton Regional Transit Authority will take the lead in managing the program, and in selecting an operator. According to Executive Director Mark Donaghy, a request for proposals will be issued in the next three months, and an operating contract will be awarded this summer.

Dayton officials estimate that the infrastructure will be delivered this coming winter, with the program becoming operational in the months thereafter. Bike Miami Valley, a local cycling advocacy group, spurred the whole effort to bring bike share to Dayton with the preparation of a feasibility study.

Findings of the study indicated that Dayton has a higher level of suitability for a program than some similarly sized cities that already have bike share, such as San Antonio, Chattanooga and Madison, WI. The study also estimated that Dayton’s system would handle approximately 50,000 to 70,000 annual bike share trips.

Local leaders are giving the program enthusiastic support.

“Bike share is a natural extension of our transit system,” stated Donaghy, who went on to say that the RTA was the first transit system in Ohio to equip its full fleet of buses with bicycle racks.

Such efforts to embrace bicycling have made Dayton a bronze level Bicycle Friendly Community, as rated by the League of American Bicyclists. Community leaders in Dayton, however, intend to become reach the platinum rating by 2020.

Brian Martin, Executive Director of MVRPC, stated that the program will expand and enhance existing services of the Regional Transit Authority, while also helping reduce auto dependency. In part due to the study conducted by Bike Miami Valley, and the tangible changes taking place in Dayton’s center city, local leaders say they knew this was the right decision.

“The number of housing units in downtown Dayton has doubled in the last 10 years,” Dayton Mayor Nan Whaley told UrbanCincy. “We know this is what people want.”

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Business News

Take a Look at CVG’s Abandoned Concourse C Through Ronny Salerno’s Lens

Ronny Salerno has established himself as one of the region’s best photo journalists. He covers the stories not often given light in the typical news cycle. The stories he publishes on his website, Queen City Discovery, aren’t often current events, but they are always topical.

One of his more recent features that garnered national attention uncovered the history of a ghost ship left stranded downstream from Cincinnati in a small tributary to the Ohio River. Salerno has become well-known for his thoughtful coverage of abandoned buildings and their stories they hold.

The most recent feature of his looks at the now abandoned Concourse C at the Cincinnati/Northern Kentucky International Airport (CVG). While Concourse C was once a symbol of CVG’s prominence and significance, it is now a visual reminder of how far the airline industry in general, and the airport in specific, have fallen over the past decade.

Regional air travel, which is what Concourse C catered to through its Comair service, is becoming more and more a thing of the past. Throughout Europe, China, Japan and Korea, where inter-city high speed rail is prevalent, regional air travel has already fallen by the wayside. In North America, inter-city bus travel has grown in popularity while Amtrak sets ridership records each year.

But still, no sign of comprehensive inter-city high speed rail seems to be anywhere in the near future for Canada and the United States. What will that mean for metropolitan regions with millions of people, like Pittsburgh, St. Louis, Cincinnati, and Cleveland, now being left off the map? Smaller regions, like Birmingham, already lack expansive air service and must rely on larger metropolitan regions nearby for service.

Many cities and regions are being left off the map and have fewer and fewer transportation options to get from one city to the next. Who knows what that will mean for these people and regions in the future, but for now please take a look back at the history and stories of CVG’s Concourse C.

The Concourse: Part 1 – Island in a Stream of Runways
The Concourse: Part 2 – Unaccompanied Minor
The Concourse: Part 3 – The Film (embedded above)

The fall of 1994 was a good time for regional airliner Comair, the company had just opened a second hub in its hometown at the Cincinnati/Northern Kentucky Regional Airport (CVG). Dubbed “Concourse C,” the building was an island in a stream of runways, accessible to passengers only via shuttle busses and the flights they arrived on. The concourse was always a center of human activity amongst the tarmac – featuring shops, eateries and over 50 gates to destinations across the continental United States.

It was a place where people reunited, strangers shared drinks between travels and employees fought the daily grind.

Comair was purchased by Delta Airlines in 2000 and both airlines plunged into bankruptcy protection by 2005. After emerging from bankruptcy in 2007, Delta began to scale back Comair flights and eventually relocated all operations to another section of the airport in 2008. Concourse C was left abandoned. In 2012, Delta completely folded Comair.

Today, Concourse C still remains out in the middle of the runways: no passengers, few visitors and closed off to the general public. It’s eerily quiet state is a stark contrast to the sea of humanity that once flowed through it. On a recent exclusive tour of the facility, I was able to make this short film in addition to several photographs.

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Business News

What can UC’s School of Planning do to improve its graduates’ AICP exam pass rates?

The American Planning Association recently published their annual summary of AICP Exam pass rates of graduates from accredited planning programs, and both the University of Cincinnati’s masters and bachelors programs have once come in near the bottom of their respective quartile.

While some industry professionals believe the AICP credential no longer means what is used to, it is still, by and large, the distinguishing professional certification for professional planners.

The University of Cincinnati (UC) is one of just a select group of universities in North America with accredited masters and bachelors planning programs. Between 2004 and 2013, 65 out of 100 Master of Community Planning graduates passed the exam while 34 out of 68 Bachelor of Urban Planning graduates achieved a passing score. The total number of graduates taking the exam for both programs ranks them in the first and second quartiles respectively.

AICP Exam Pass Rates - Bachelor Programs
AICP Exam Pass Rates - Masters Programs

But while the overall number of planning students graduating from the University of Cincinnati’s planning programs is one of the highest in North America, their AICP Exam pass rates of 65% and 50% rank them near the bottom of their respective peers. These average scores also place both programs below the mean pass rate of 71% for accredited planning programs.

“The pass rates for both the MCP and BUP programs are very disappointing,” stated Dr. Danilo Palazzo, Director of UC’s School of Planning. “We have already met with the leadership from the Cincinnati section of APA Ohio and are devising a plan to make our students better aware of the topics covered by the AICP exam.”

One of the ways in which UC officials are hoping to improve this standing is by instituting a new course that would provide an AICP overview for those approaching graduation. The new course, however, does not yet have funding to support it twice per year as envisioned.

“I would like to believe that the pass rates are not a good reflection of the caliber of the professional planning education offered by our programs, though I will not make excuses. These low pass rates are unacceptable,” Dr. Palazzo emphasized. “We are very much open to the comments and suggestions from members of the AICP community, and would appreciate any actionable suggestions from your readers.”

Ohio State University’s Master of City and Regional Planning program, meanwhile, was the only other program in Ohio to be ranked. Its graduates passed the AICP Exam 75% of the time.

EDITORIAL NOTE: UrbanCincy’s owner and managing editor, Randy Simes, is a 2009 graduate of the UC’s Bachelor of Urban Planning program, and UrbanCincy’s local area manager, John Yung, is a 2013 graduate of UC’s Master of Community Planning program. Neither John nor Randy has applied to take the AICP exam.