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Up To Speed

The rise of downtowns and resurgence of inter-city bus travel

The rise of downtowns and resurgence of inter-city bus travel.

The resurgence of center cities and urban living has been well-documented. When combined with the inability of the United States to significantly invest in inter-city passenger rail, it appears to be only natural that inter-city bus travel has boomed. More from Chicago Magazine:

“In 1960, there were 454 daily arrivals and departures by bus in and out of Chicago. In 1980, 290; in 2002, 147 (O’Hare has about 2,400 flights every day). From 2002-2006, intercity bus service across the country declined eight percent. Then it turned around…With the resurgence of central-business districts, travelers too young to remember the stigma associated with bus travel, especially those living on college campuses and in large cities, are turning to motor coaches in especially large numbers.”

Categories
Development News Politics

John Schneider on the ‘Cincinnati Process’

When millions of fresh eyes recently trained on our city, Great American Ball Park (GABP) bore no scars from its labored birth which required a divisive election, moving an interstate highway, and seven years from the evening it was sketched-out on a restaurant placemat until the first pitch was thrown.

Nested comfortably in Cincinnati’s new riverfront, GABP’s unlikely location in the former eastbound lanes of Fort Washington Way (I-71) entailed narrowing the highway by half and extending downtown’s street grid to the Ohio River shore. Consolidating the garage and roadway budgets for the Reds and the Bengals in one place gave us a flood-proof waterfront for the first time in our 225-year history and provided the foundation for The Banks.


The construction of Great American Ball Park on the riverfront allowed for the rest of the land to be lifted out of the Ohio River floodplain, thus leading to the development of The Banks and Smale Riverfront Park. Photograph by Randy Simes for UrbanCincy.

Proponents of an alternative ball park site at Broadway Commons park gathered signatures to place the stadium location question on the November, 1998 Hamilton County ballot. Shown how the Reds could be the keystone of a new neighborhood on the Ohio, the site at Second and Main won by a 2-1 margin.

Great American Ball Park wasn’t the first time Cincinnatians resisted progress. In the mid-Nineties, we actually voted not to build the Aronoff Center for the Arts. Influential arts patrons feared its construction would cause the abandonment of Music Hall. So they put a proposal to scuttle the project on the city ballot, and it passed. But the Aronoff was a project of the state of Ohio, which built it anyway.

Remember the ridiculous debate about moving the Tyler Davidson Fountain? Many influential Cincinnatians opposed 3CDC’s total renovation of Fountain Square a few years ago, which was the decisive building block for a 24/7 downtown. Getting property owners to underwrite Downtown Cincinnati Inc. also took some doing, but the central business district is now clean and safe with energized stakeholders.


Not building Great American Ball Park at Broadway Commons has allowed for that site’s development into the new Horseshoe Casino Cincinnati in Pendleton. Photograph by Randy Simes for UrbanCincy.

We argued about expanding our convention center, but that eventually got done too. More meetings came to Cincinnati, a spiffy new hotel opened, another will open soon, and money flowed into our economy.

So tell me, had the naysayers prevailed, which of these civic assets would we happily do without?

Such is The Cincinnati Process. We reflexively enforce the status quo, yet we often succeed spectacularly in spite of ourselves. Detractors can easily challenge any public proposal if they set their minds to it. They can exploit uncertainty. They can delay and drive up the costs. And they have the referendum as a ready tool. Successful sponsors learn to right-size their projects for local appetites, adapt in response to new information, and gain supporters as complex issues are resolved. The ironic result is that the most criticized ideas—the ridiculed ones, the ones they said would never happen—those are often the ones able to run the gantlet and exceed expectations.

The circumstances that shaped our 21st century waterfront were so rare and of such scale they won’t be repeated in any of our lifetimes. Fortunately, agile planning and execution has given us momentum and confidence for seizing other opportunities for improving our city. Going forward, Cincinnati can have progress or The Process but probably not both.

This guest editorial was authored by John Schneider, who led citizens’ efforts to build Great American Ball Park and the Cincinnati Streetcar, and was originally published in the November 15, 2012 print edition of the Cincinnati Enquirer. The editorial, however, was never published on the Internet until now with permission from the Cincinnati Enquirer. If you would like to have your thoughts published on UrbanCincy you can do so by submitting your guest editorial to urbancincy@gmail.com.

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Up To Speed

More than $64.3B to be invested in North American rail transit in 2013

More than $64.3B to be invested in North American rail transit in 2013.

As the migration of people from the suburbs back to cities continues, so does the investment in urban forms of transport. A modern streetcar route is currently under construction in Cincinnati, and bus rapid transit, light rail and commuter rail is all being studied for the area. Nationally, more than $64.3 billion is being invested to expand rail transit. More from The Transport Politic (including map):

What is evident is that certain cities are investing far more than others. Among American cities, Denver, Honolulu, Houston, Los Angeles, New York, San Francisco, Seattle, and Washington stand out as regions that are currently investing particularly dramatically. Toronto has the biggest investments under way in Canada. These metropolitan areas have invested billions of local dollars in interconnected transit projects that will aid in the creation of more livable, multi-modal environments. Dynamic, growing cities require continuous investment in their transit systems.

Categories
Business News Transportation

Following Zipcar’s Cincinnati expansion, car-sharing company acquired by Avis

Just 49 days after Zipcar announced that it would expand its services in Cincinnati, the car-sharing company announced that it had struck a deal to be purchased for $491.2 million by Avis.

The move by Avis, into the car-sharing sector, follows those of Enterprise and Hertz, and is seen as a critical evolutionary step for the traditional car rental company.

As the nation’s largest car-sharing company with more than 760,000 members, Zipcar offers its customers a way to move about urban environments without needing to own a car. Their slogan – “Wheels when you need them” – has increasingly hit home with young people that have been migrating back towards urban centers and ditching their cars.


A Zipcar on 12th Street in between Vine and Race Streets. Photograph by Randy Simes for UrbanCincy.

According to the U.S. Department of Transportation (DOT), overall vehicle-miles traveled (VMT) have reached their lowest levels since 2003, and that per capita VMT to levels not seen since 1998.

Furthermore, the University of Michigan Transportation Research Institute has found that teenagers are delaying the pursuit of getting their driver’s license with just 31 percent of 16-year-olds getting their driver’s license in 2008.

“By combining with Zipcar, we will significantly increase our growth potential, both in the United States and internationally, and will position our company to better serve a greater variety of consumer and commercial transportation needs,” said Ronald L. Nelson, Avis Budget Group chairman and chief executive officer. “We see car sharing as highly complementary to traditional car rental, with rapid growth potential and representing a scalable opportunity for us as a combined company.”

While car-sharing continues to see explosive growth locally and nationally, now estimated to be a $400 million industry, it is yet to be seen what the merger will mean to car-sharing customers wary of getting behind the wheel of a “traditional” car rental company.

Wrote Adam Richardson in the Harvard Business Review, “Any time an incumbent acquires a disruptor there are challenges, and in this case, they stem from the very core of Zipcar’s existence: how it has created a sense of community with its customers and how it has used technology to create a scalable user experience that its customers love.”

Naturally, Zipcar leadership expects bright days ahead with more cars at more locations, new service offerings, and similar levels of service.

“This is a major win for Zipsters around the world,” Zipcar management wrote in an e-mail distributed to its customers. “With the global footprint, backing, and talented leadership of Avis, we’re going to step on the gas.”

Car-sharing has been available in Cincinnati since 2011. Rates start at $8.50 per hour, and 11 cars are available at five different locations in the Central Business District, Over-the-Rhine, Clifton Heights and Corryville.

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Up To Speed

Should the FRA allow Amtrak to use lighter passenger trains?

Should the FRA allow Amtrak to use lighter passenger trains?.

Amtrak has historically been mandated by Congress to do all sorts of things that it otherwise would not willingly do on its own (i.e. run long distance routes to nowhere), but they are currently working to get the FRA to remove a regulation that would reduce its costs for operations and expansion. More from Slate:

Amtrak is going to push to get the Federal Rail Administration to change the safety regulations that force its passenger trains to be much heavier than the ones used in Europe and Japan. Relief from this rules has three kinds of advantages. One is that lighter trains use less fuel and thus are cheaper to operate. A second is that lighter trains can accelerate faster, making trips shorter.