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City Council meeting displays public’s distaste for budget cuts

Cincinnati City Council members met for a public hearing of the Budget and Finance Committee in Lower Price Hill Wednesday night to discuss several council members’ counter-proposal to City Manager Milton Dohoney’s 2011 Mid-Year Reduction Plan.

The proposed motion, signed by council members Chris Bortz, Leslie Ghiz, Wayne Lippert, Amy Murray, and Charlie Winburn, would pass budget cuts—which largely include expected savings from job position vacancies, department reorganization, and service funding reduction—totaling savings of $5.1 million for 2011 and $8.5 million for 2012. The most notable exception in the motion would be retaining the 44 police officers that Dohoney proposed letting go (memo with complete list of numbers).

Wednesday night’s meeting was scheduled to obtain feedback from the public, as well as to vote on the 5 council members’ proposal.

In total, 34 citizens signed up to speak to the Council. Most of the citizens spoke against civil service cuts, especially regarding health care-related cuts. Children, parents, and nurses all came to speak about how important nurse services are in schools, pointing out the high rates of ADHD, asthma, and other disorders that could go untreated if school nurses were let go. One parent came to tears, saying, “My child almost died.” Another noted that if nurses disappeared from schools it would be a “lawsuit waiting to happen.”


City Council image by Zachary Schunn for UrbanCincy.

Others spoke passionately about health services, from the Cincinnati Health Department, which was scheduled for cuts, to the city’s dental access program, to health clinics. One nurse noted that the Health Department would be self-sustaining due to federal revenue by 2014, and that cutting funding would be a short-sighted move that would not only hurt citizens, but would make it difficult to build-up the department when new funding arrived.

Most citizens’ arguments were straight to the point, with one woman saying that “without Northside Health Center, I would probably be dead today…. I’m just asking that you give people a chance to live.”

A few others spoke for the homeless or in support of Cincinnati’s recreation centers and pools. Several spoke in favor of the Office of Environmental Quality, which was slated to be closed, with its services shifting to other departments. Said one citizen, “Shutting OEQ is like killing a goose that lays golden eggs.” Another pointed out the revenue that the OEQ has brought in from reduced landfill costs and federal grant money, and argued that the office’s success should lead to its expansion, not its elimination.

Notably, only one person spoke against police layoffs (which were not part of the proposed motion). No one spoke of the burdens of high tax rates, with several speaking in favor of higher fees (such as trash collection fees) and increased property and income taxes. One neighborhood representative suggested the income tax rate should be raised from 2.1% to 3.1% to help close the deficit, and another noted that the rich needed to give back to the city.

A few commended the council’s hard work in performing a “difficult task,” and others asked that they ignore their differences and work together. One citizen brought the book, “The Three Little Pigs,” and recounted its lesson of cooperation to the Council.

Overall, the attending citizens appeared largely opposed to the budget cuts. A few citizens heckled Chris Bortz, who dominated the council members’ discussion following the speakers, as well as Charlie Winburn. Bortz asked numerous questions of Milton Dohoney, which at one point prompted Dohoney’s reply: “I’m not trying to play politics or make headlines. I’m trying to run the city government.”

Councilwomen Leslie Ghiz and Amy Murray were noticeably absent from the meeting. Councilman Bortz later noted that they were “with their children,” to which Wendell Young replied: “I left my wife in the hospital… [and] I’d like to do what I came here to do.”

A vote proceeded over the objections of some council members, most notably Chris Bortz, who claimed that they “had two weeks” to vote on the resolution and the meeting had purposefully been scheduled for a day when Ghiz and Murray could not attend. (The motion was dated August 15. However, it was later found that the motion had been filed with the clerk only Tuesday, just ahead of the scheduled Budget and Finance Committee meeting.)

With Ghiz and Murray absent, the motion failed with three supporting and four against.

The meeting ended with bickering over “politics,” with Councilmen Thomas and Bortz arguing over which side was “gaming” the other. Frustrated, Vice Mayor Roxanne Qualls abruptly ended the meeting.

Citizens, obviously frustrated by the length of the nearly three-hour-long meeting, left the building largely rejoicing that the cuts to social services had failed, but knowing that a similar motion may be re-filed and that they would have to return—again—to argue against the cuts.

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Business News Transportation

Cincinnati begins electronic upgrade to city’s parking meters

Cincinnati city workers began upgrading 1,400 parking meters throughout downtown earlier this month. City leaders tout the new meters’ ability to accept credit cards (Visa, American Express and MasterCard) along with standard coin payments. Business leaders also expect for better turnover at the meters, which in turn might result in more customers for downtown store owners.

Work began on the installation of the new solar-powered meters on the east side of downtown and has been working westward throughout the month. City officials expect work to be completed on all 1,400 meters by the end of summer.

“This keeps you from having to walk around with a roll of quarters in your pocket,” Mayor Mark Mallory said in a prepared release. “It will make feeding your meter faster and more convenient, and actually decreases your chances of getting a parking ticket.”

The upgrades to Cincinnati’s old parking meters was first recommended by Walker Parking Consultants in a 2009 study. The study made a variety of recommendations to improve the system’s efficiency and total revenues by becoming more competitive with market rates. Approved in April 2011, the $1.7 million initiative will also include the installation of 50 multiple-space meters similar to those found on Court Street and 3rd Street. In total, the upgrades will impact approximately 25 percent of the city’s 5,600 metered spaces city-wide.

Last year UrbanCincy discovered that a potential privatization of Cincinnati’s parking services could generate approximately an additional $3 million annually for city coffers. Currently the city collects around $9 million annually from its on-street parking meters, off-street parking garages and lots. Parking meters make up a small portion of that revenue, and a privatization of those assets could prove to be beneficial for the city.

City officials say that those using the new meters will still get their first 10 minutes of parking for free. The city has posted additional information about how to use the new parking meters on their website.

Parking meter photograph by Thadd Fiala for UrbanCincy.

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Development News Transportation

Officials Break Ground on New West Side Transit Hub at Glenway Crossing

Community leaders gathered with local transit officials and representatives from the Federal Transit Administration (FTA) and the Ohio Department of Transportation (ODOT) last Monday to celebrate the groundbreaking of a new west side transit center.

The Glenway Crossing Transit Center will serve as the major connection and transfer point for several local and commuter bus routes. Southwest Ohio Regional Transit Authority (SORTA) officials say that they will announce those routes later this summer. Furthermore, the construction of a west side transit center is a part of the transit agency’s larger effort to build more transit centers throughout the region and capitalize on ridership growth on express bus routes.


Glenway Crossing Transit Center [Image Provided].

In June 2011, Metro announced that it would add express bus routes to Cincinnati’s western and northern suburbs by cutting service elsewhere. The difficult service decision was forced after then newly elected Governor Kasich (R) cut $70 million from express bus route funding for Ohio’s transit agencies.

The Glenway Crossing Transit Center (map) will cost approximately $624,000 to build and will be located in the parking lot for the Glenway Crossing shopping center. The key west side location was previously home to a collection of rail lines that were vacated and cleared to make room for the Glenway Crossing retail development which has seen spotty success, at best, since its opening two decades ago.

Once complete this fall, the new transit center will include four bus boarding areas, passenger shelters, 70 park and ride spaces and electronic real-time arrival displays.

Metro officials say that the majority of funding for the project came from federal sources including the American Recovery & Reinvestment Act, Surface Transportation Project (STP) and Congestion Mitigation/Air Quality funds made available through the OKI Regional Council of Governments. The region’s next transit center is anticipated to be located uptown near the University of Cincinnati and medical district.

Categories
Development News Opinion Politics Transportation

Replacement of Cincinnati’s infamous Brent Spence Bridge gets political

Since the late 1990s, most government agencies have posted their reports and meeting minutes online. But more than a decade into the Internet era, it is clear that most citizens never familiarize themselves with the materials on these websites. This unfortunate situation has allowed politicians and corporations to continue constructing and perpetuating narratives with no factual basis.

An example of our present dilemma is the conversation – or rather lack thereof – surrounding the Brent Spence Bridge Replacement/Rehabilitation Project, the Cincinnati area’s largest public works project in a generation. After years of inattention by the local media, the $3-plus billion project recently returned to the news after 42 year-old Westwood resident Abdoulaye Yattara, a native of Mali, West Africa, was killed in a fall from the bridge on June 24.


One alternative for an auxillary Brent Spence Bridge.

A flurry of talk radio folderol filled area airwaves during the weekend following the accident. The feature common to all of these conversations was that the public, and even most media figures, were unaware that planning has been underway for the Replacement/Rehabilitation project since 2002, an official website with project plans has been online since around 2005, and that most major decisions concerning the bridge’s design have already been made.

The failure of the local media to inform the public reached new lows on July 6, when the Cincinnati Enquirer’s “Bridging the gap of safety and need” cover story insinuated [PDF] that the existing Brent Spence Bridge will be demolished and replaced when in fact the decision to rehabilitate it after a new bridge is built next to it was made in 2006.

But this omission was not a fluke – on Bill Cunningham’s July 8 radio show, Cincinnati City Councilman Wayne Lippert was asked what the future held for the existing Brent Spence Bridge. The particular way he dodged the question functioned much like the Enquirer’s July 6 report – casual listeners were left to believe that the existing bridge will be replaced.

Politicization of the Bridge Project
Taking advantage of what the public doesn’t know and what the media fails to report, elected officials with no direct involvement with the project, especially Republicans with Tea Party leanings such as Councilman Lippert, have positioned themselves as common sense watchdogs. In a stunning contradiction of Tea Party principals, they have accused “government” of delaying taxpayer spending on a bridge project about which even the most basic details are unknown by the public.

Our local media, rather than working to debunk myths regarding the bridge project, is working in tandem with politicians to advance them. On July 8 the Cincinnati Enquirer ran yet another pro-bridge editorial that cut-and-pasted often-heard bridge talking points. Most absurd is the perpetuation of the idea that the Brent Spence Bridge occupies a special place in the national transportation network, and as such, the Replacement/Rehabilitation Project should be directly funded by the Federal Government.


Cincinnati’s infamous Brent Spence Bridge

The sober fact is that the Brent Spence Bridge, like most urban interstate bridges, primarily serves local commuters and delivery trucks. For fifteen years after its construction it was the region’s only interstate highway crossing. But between 1977 and 1979, three other interstate highway bridges opened nearby, providing numerous alternative routes through the Cincinnati area for long-distance travelers. Mid-1980s modifications to the bridge and the early 1990s reconstruction of the bridge’s hillside approach in Covington were responses to increased commuting from new Northern Kentucky suburbs, not an increase in long-distance travel.

Emergency Shoulders
The circumstances of the death of Mr. Yatarra were caused by the bridge’s lack of emergency shoulders. Certainly, such shoulders are an asset, but according to this article, 12% of deaths on America’s Interstate Highway System occur on emergency shoulders. Full paved shoulders are extremely expensive to build and maintain, which is why they were a rarity in Cincinnati and elsewhere before passage of the Federal Aid Highway Act of 1956.

Many of our nation’s famous bridges and tunnels built before its enactment still lack emergency shoulders. Some built since, such as our Brent Spence and I-471 Daniel Carter Beard Bridges have had their emergency shoulders restriped as travel lanes. With the simple act of painting dashed lines instead of a solid white stripe, each of these bridges were automatically classified as “functionally obsolete”. The insinuations of this term have been endlessly exploited by the highway lobby and the politicians they fund.

A desire for failure?
When planning for a new bridge began, the public was led to believe that the end product would unsnarl traffic, become a new symbol for the region, and be free to travel across. Ten years on, it is apparent that the project will likely be none of those things.

What is astonishing is that the same politicians and media figures who have relentlessly attacked Cincinnati’s modern streetcar project by refusing to engage facts are the same ones inventing and perpetuating myths in support of the Brent Spence Bridge Rehabilitation/Reconstruction Project.

Whereas they commonly claim the streetcar project “needs further study”, the Brent Spence Bridge apparently needs less. Whereas the streetcar will be subject to a second ballot issue this fall, they argue that the Brent Spence should receive a Federal award covering its entire cost and construction should be underway by this time next year.

Why have Lippert and other area officials, most of whom have no direct say in the bridge project’s affairs, suddenly concocted a round of free press? The answer, it appears, is that next year when the final bridge design is announced, these same characters will exploit the public’s disappointment in their broad anti-government narrative. The retention of the existing Brent Spence, the ho-hum design of the new bridge, and the specter of tolls will be blamed on a soup of high union wages, the national debt, social welfare programs, ObamaCare, and other government “spending”.

Categories
Business Development News Opinion

Oakley gets development fit for the suburbs with new Millworks plan

The abandoned Millworks site in Oakley has inspired urban enthusiasts for almost a decade. The thoughts of injecting new life into an former industrial space in the heart of some of the city’s most vibrant neighborhoods was truly something to get excited about.

The vision first laid out in the early part of the new millenium included hundreds of residential units, a movie theater, hotel, offices and what was to become the second location Jungle Jim’s. The best part about all of it is that the Millworks redevelopment would have done so while also maintaining the gritty industrial past of the site. As details finally emerge today of a new Millworks redevelopment, the reality is looking much different.

Today the plan calls for a $120 million development (less than half of the originally proposed $300 million plan in 2005) that will include 350,000 square feet of retail, 250,000 square feet of offices, 300 apartments and a 55,000 square-foot movie theater. While much of the development’s original components are still there, the plan has taken a decidedly suburban turn not unlike what happened at the Center of Cincinnati just around the corner.


Proposed Millworks redevelopment in 2005 [LEFT] compared to current Oakley Station site plan [RIGHT].

Gone is the idea of preserving the site’s industrial aesthetic. Gone is the idea of creating a unique urban infill project. Gone is Jungle Jim’s. And most importantly, gone is the true long-lasting investment in Oakley.

With the signing of Cinemark NextGen, the development seems to now be more real than ever. Work has already begun on removing asbestos from buildings on the 74-acre site so that demolition can follow for more than one million square feet of former industrial buildings that used to house Cincinnati Milacron, Ceco Environmental, Factory Power Company and Unova Industrial Automation. Worse yet, the city of Cincinnati is working to get project developers $3 million in Clean Ohio Revitalization funds and an additional $9.9 million in tax increment financing to pay for infrastructure work surrounding the project.

The controversial Center of Cincinnati development turned on a dime from an exciting urban infill project meant to inject new office, retail and residential space into the area just north of the Millworks site, into a cookie-cutter suburban big-box development.

At the time Vandercar, the same developers behind the Millworks redevelopment, said that market forces would no longer allow them to do such a project and charged Mayor Luken’s administration to rid the city of its Planning Department that had made an issue of the development’s dramatic, last-minute change. Vandercar won that battle and then city manager Valerie Lemmie decided to move forward and infamously shutter Cincinnati’s Planning Department.

The victory was only short-lived for Vandercar, however. The developer was part of a team that was promptly eliminated from contention to build The Banks, and Mayor Mark Mallory and City Manager Milton Dohoney have since restored Cincinnati’s planning dignity. So while much has changed, it appears as though the outcome may be the same for Oakley.

Oakley is the geographic population center for the 2.1 million person Cincinnati region, and is located along I-71, near the Norwood Lateral, and potential future light rail corridors. Each metropolitan region tends to have several dense commercial centers. Cincinnati currently has Downtown, Uptown and Kenwood, and the greater Oakely area should be the fourth.

Instead of championing “pro-growth” policies at all costs, Cincinnati’s leaders should act with long-term interests in mind and get the best end product for its people. Unfortunately, the status quo appears to be more in line with appeasing developers, like Vandercar, that go after low-hanging fruit, rather than demanding that investments in Cincinnati get the best return.