Tag: public policy

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Recycling participation up 75% after debut of Cincinnati’s Enhanced Recycling Program

One year ago city leaders gathered in East Walnut Hills to celebrate the start of Cincinnati’s use of RecycleBank as part of the then new Enhanced Recycling Program. While including some upfront capital expenses, city leaders sold the program to city residents by touting not only its environmental sustainability, but also its projected long-term cost savings.

The upfront capital cost covered 64- or 96-gallon recycling carts for all households, approximately five times larger than previous bins, that offer smart chip technology for the RecycleBank rewards program. The potential benefits of the program were slightly more debatable and kicked off a passionate debate amongst various special interest groups. After one year the program has seen a 75 percent increase in recycling participation, but the positives do not end there.

According to the Office of Environmental Quality, the City of Cincinnati saw a 49 percent increase in the recyclable material tonnage collected in the past 6 months compared to the same period the previous year. The data also shows that the City increased recycling diversion to 17 percent.

“We had a great first year,” said Larry Falkin, director of the Office of Environmental Quality (OEQ). “We were able to grow participation in the recycling program by nearly 75 percent, increase the amount of recyclables collected curbside by nearly 50 percent, and save the City nearly $1 million through decreased landfill disposal costs and increased revenues from the sale of recyclables.”

The huge participation growth is a coup for environmentalists and waste management professionals looking to reduce overall solid waste production. The money savings, on the other hand, is a major win for City Hall as it continues to look for ways to reduce spending and grow revenues.

The growth in recycling participation has not come as a surprise to everyone though. In 2009, Rumpke invested $6.5 million in its Cincinnati Material Recovery Facility to improve the facility’s technology. That investment has allowed the waste management company to handle the larger flow of material through its plant and expand the list of acceptable items for recycling.

“Cincinnati’s enhanced recycling program is even more successful that we expected. It is clear that our community wants to recycle more to help the environment and save the City money,” Mayor Mark Mallory said in a prepared statement. “The more we recycle, the less the City has to pay to dump our garbage at the landfill. As we head into year two, we look forward to even higher levels of recycling and more savings.”

Cincinnati recycling picture by Jenny Kessler.

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News Opinion Politics Transportation

Visit from President Obama raises political stakes surrounding the Brent Spence Bridge project

The Brent Spence Replacement/Rehabilitation Project – the Cincinnati region’s largest public works project in a generation – has received more media attention in the past three months than in the nine years since project planning began in 2002. But unfortunately much of the recent conversation has been politicized, with dozens of leaders and media outlets errantly stating that the existing Brent Spence Bridge will be demolished after a new bridge is built.

At an April 20, 2009 press conference, OKI announced that the Kentucky Transportation Cabinet and the Ohio Department of Transportation had agreed on a plan that would see a new bridge built for I-75 immediately west of the Brent Spence Bridge and that the existing bridge would be rehabilitated and carry I-71. This plan was endorsed by politicians such as Kentucky Senator Jim Bunning, who remarked at the conference that “Conceptually, what they’ve pointed out to me is a very workable plan and it will be something that we all can be proud of.”

Although the local media did report on this “hybrid” plan, it was not covered repeatedly, and so failed to be absorbed by the public. When a great media wave did appear this past summer, outlets repeatedly reported that the Brent Spence Bridge would be “replaced”. Another media surge appeared in September, in anticipation of the September 22 visit by President Barack Obama. Again, it was repeatedly reported by the Cincinnati Enquirer and various television and radio stations that the Brent Spence Bridge will be replaced.

The incredible amount of confusion surrounding the project appears to have been caused by a mix of ghost writing by highway lobbyists, the unfamiliarity of the local media with how Interstate Highway projects are funded and the lingering power of postwar pro-highway propaganda.

On a half-dozen occasions this month, various Cincinnati Enquirer reporters wrote that the bridge would be replaced, in addition to letters to the editor that repeated this myth. On September 14, Enquirer reporter Amanda Van Benshoten reported that the Brent Spence Bridge would be replaced and that it “would remain open” – all in the same article.

Functionally Obsolete vs. Obsolete
The local media and politicians who have associated themselves with this project have made liberal use of the term Functionally Obsolete, engineering jargon that most often describes a bridge with no emergency shoulders, a low overhead clearance, narrow lanes, or ramps with tight curves. The power of this phrase was even invoked by President Obama in his September 22 speech:

“Behind us stands the Brent Spence Bridge. It’s located on one of the busiest trucking routes in North America. It sees about 150,000 vehicles every single day. And it’s in such poor condition that it’s been labeled “functionally obsolete.” Think about that — functionally obsolete. That doesn’t sound good, does it?”

No, it doesn’t sound good, which is why some bureaucrat (or more likely an auto industry public relations wizard) concocted it decades ago. It insinuates structural deficiency – an official term that does denote structural problems — but which does not describe the current condition of the Brent Spence Bridge.

When it is rehabilitated after a new bridge is built, the Brent Spence will have its decks restriped with three wide lanes on each deck instead of its current four narrow lanes, and emergency breakdown lanes will be restored. Its approaches will be reconfigured and it is possible that after 2020 or so the Brent Spence will no longer be classified as Functionally Obsolete.


The Delta Queen passes under the existing Brent Spence Bridge.

The Brent Spence Bridge as Boogeyman
The Brent Spence Bridge (or more accurately, the configuration of its approaches) is the worst traffic bottleneck in the Cincinnati area, but a source of delays and a panorama of rust that would hardly pass notice in New York City or Boston. It nevertheless has been pitted as an enemy by local politicians, and the failure of the local media to do basic public document research, has allowed the bridge project to become whatever any elected official says it is.

Most believe that the Brent Spence Bridge Replacement/Rehabilitation Project, even after last month’s visit by President Obama, will not receive enough funding in the upcoming Transportation Bill to break ground until the next bill is negotiated sometime around 2017 or 2018. Look for local politicians – especially those with Tea Party affiliations – to blame this delay on government.

The project could in fact break ground in the short-term if Ohio and Kentucky cooperated to toll all area Ohio River bridges. Modest tolls could generate over $1 million per week and enable the neighboring states to sell bonds sufficient to fund this project.

But the fact that this is not happening perhaps best illustrates why Congress has hesitated to allocate money – there are no major structural problems with the Brent Spence Bridge, there are three other interstate highway bridges nearby if any problem should arise, and the project’s huge scale promises a very low rate of return on the investment.

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News Transportation

Cincinnati’s Efforts to Improve Urban Bicycle Culture Paying Huge Dividends

Cincinnati’s aggressive efforts to bolster bicycle infrastructure appear to be paying dividends. In a report released by The Atlantic Cities, it was discovered that Cincinnati has experienced a 200 percent increase in those commuting by bicycle over the past decade.

The study found that many cities across the United States, particularly those in the Northeast and Midwest, experienced rapid increases in the number of bicycle commuters.


Commuter bicycle growth from 2000 to 2009 – Source: The Atlantic Cities.

While Cincinnati saw one of the fastest growth rates in the entire nation, it also now boasts the fifth highest overall percentage of bicycle commuters in the Midwest. Only Columbus, St. Louis, Chicago and Minneapolis have a higher percentage of bicycle commuters than Cincinnati.

That news was further punctuated Cincinnati’s “Honorable Mention” at the 2011 Bicycle Friendly Community awards held in Washington D.C. At the awards, only 22 cities were recognized nationwide.

“Bicycling is a critical component of vibrant urban areas,” explained Michael Moore, Director, Department of Transportation & Engineering (DOTE). “Bicycle Friendly Communities provide more transportation choices for citizens, are more physically active, environmentally sustainable, and enjoy increased property values, business growth, and increased tourism.”


Temporary on-street bicycle parking for the MidPoint Music Festival – Source: Queen City Bike.

City leaders believe the wave of good news comes as a result of significant policy decisions made over the past several years that have included new on-street bicycle parking; passage of comprehensive bicycle safety legislation, legislation requiring bicycle parking in all new parking garages, and a comprehensive bike plan; the launch of a Bicycle Friendly Destinations program; the construction of a new Bike & Mobility Center at the Smale Riverfront Park; and the completion of new bike lanes, sharrows, and bike trails throughout the city.

Recent decisions to install temporary on-street bicycle parking for the MidPoint Music Festival seem to further emphasize the city’s prioritization of the two-wheeled mode of transportation.

In total Cincinnati city officials plan to have 340 miles of bike lanes and paths in place by 2025. Currently the city has only 20 miles of bike lanes and paths in place, with five of those miles being installed over the past year. Future plans call for completing the remaining segments of the Ohio River Trail and adding additional miles of sharrows, dedicated bike lanes and paths.

For comparison, an infusion of money similar to that of the Brent Spence Bridge project ($2-3 billion) would enable the construction of roughly 20,000 miles of dedicated bike lanes, and pay for their maintenance.

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News Politics Transportation

OKI seeking public input on 2040 regional transportation plan

The Ohio-Kentucky-Indiana Regional Council of Governments (OKI) has been working to adapt and produce a transportation plan that would affect the Cincinnati area for the next 30 years.

The regional council released a presentation in August outlining the goals and plans meant to address Greater Cincinnati’s current and projected transportation needs. Citing objectives like mobility, environment, economic vitality and efficiency, the presentation describes OKI’s projections for both population and job growth in the future, and hints at how the council plans to address the region’s transit needs.

According to OKI’s projections, the regional population is expected to grow from 1.9 million (in 2005) to nearly 2.4 million people in 2040. Every county is expected to grow in population and job creation. With these numbers in mind, the council has planned, or is carrying out, a total of 33 highway projects and six transit projects, which include bus purchases, park and ride facilities, transit centers and the Cincinnati Streetcar project.

According to OKI, transit currently accounts for approximately two percent of trips taken throughout the region. Whether lack of ridership is due to an inadequate and struggling system remains to be seen, but for whatever reason, OKI appears to be putting the majority of their focus for the future into highway maintenance and construction, with multi-modal transportation options as an afterthought.

While the August presentation only mentioned freight rail, Robyn Bancroft with OKI had this to say about the future of commuter rail in Cincinnati:

“The current plan includes rail transit (Eastern Corridor and Cincinnati Streetcar) and right-of-way preservation for regional rail transit corridors,” Bancroft stated. “How the public feels about these issues is important to us and we hope the meetings may provide some feedback. It is our goal to produce a multi-modal yet fiscally constrained plan, so we have some limitations.”

OKI leadership expressed concern, to UrbanCincy, about the potentially harmful effects of Issue 48 (the anti-rail amendment on the ballot this election) could have on future systems.

Brian Cunningham of OKI said, “[passage of Issue 48] will absolutely have an effect on the streetcar project, but it’s very possible that projects like the Eastern Corridor, Oasis Line, and securing future right-of-way for multi-city rail is also in jeopardy.”

Cunningham emphasized the importance of public input to help shape the future of the region’s transportation system. “If regional commuter rail is a priority for Cincinnatians, they need to let us know. We very much value community input, and every form of communication – whether at public meetings or through email and mail – helps us to understand where the priorities are for our constituents.”

If an effective, regional commuter rail and transit system is something you would like to see in Cincinnati by 2040, please speak up and let the OKI Regional Council of Governments know. There are three community open houses coming up – one of them is today, September 15, at the Crestview Hills City Building (map) from 4pm to 7pm. The other two meetings will take place September 27 at Xavier University’s Cintas Center (map), and September 28 at Butler County’s Government Services Building (map).

Today also marks the official kickoff of the No on Issue 48 Campaign. Cincinnatians for Progress is looking for volunteers to help get the word out about this damaging amendment to the City’s Charter. Sign up here.

Your voice makes a difference. Speak up for Cincinnati and let it be heard.

Categories
News Opinion Politics

It’s time to put an end to the campaign falsehoods

New data released by the Ohio Department of Health says that state’s four-year-old, voter-enacted, smoking ban is not in fact negatively impacting Ohio businesses. The analysis goes completely against the claims made by those originally opposed to the idea of a public smoking ban, and highlights how campaign rhetoric is often left unquestioned.

In 2005, Cincinnatians heard over and over how the $48.9 million ($4M public funds, $44.9M private funds) renovation of Fountain Square and its underground parking garage would end up as a waste of scarce public resources. Since its renovation, public activity, private investments and the number of businesses in the area have gone up, and crime has gone down. Furthermore, you could argue that the renovation of Fountain Square was the initial force that sparked the urban renaissance currently taking place in Cincinnati.


A crowd gathers for a fashion show and concert on Fountain Square in August 2011. Photograph by Thadd Fiala for UrbanCincy.

The trend continues in 2011 as transit opponents wage yet another battle against the Cincinnati Streetcar and the future of rail transit in the Queen City. It was less than two years ago that this same group of opponents asked voters if they would like to hold a public vote on all rail transit expenditures in Cincinnati. The voters rejected that proposal and yet in 2011 Cincinnatians are being asked to vote on the first rail transit expenditure to come about since November 2009.

Rigorous public debate should take place in America, that is, in part, what makes the nation so unique. The problem is that voters seem to have a short memory, and the media often has no interest in reminding them of the false rhetoric put forth by the same parties in the past.

Coalition Opposed to Additional Spending and Taxes (COAST) is not a new group, and does not include new political players. The small group of well-connected men running COAST have been around Cincinnati politics for some time.

These are the same people who, under the auspice of Citizens for Community Values (CCV), amended the City’s charter to legalize discrimination against people based on their sexual orientation, which was terrible for the city and later repealed. These are the same people that called the renovation of Fountain Square a guaranteed boondoggle. And these are the same people that continue to beat the boondoggle drum in regards to the Cincinnati Streetcar project.

This group has perpetuated falsehoods for too long. Cincinnatians, and reality, continue to reject their special interest ideologies focused on holding the city back, but yet, it is time once more to entertain their tired antics. This November I look forward to Cincinnatians voting against this group’s proposed anti-rail transit Charter amendment, and sending them a bit further into the depths of irrelevancy.