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Business Development News

Cincinnati Posts Population Gain for Second Consecutive Year

Cincinnati has added about 1,000 new people since the decennial census in 2010, according to new estimates released by the U.S. Census Bureau.

The modest increase comes from two consecutive years of population gains that followed an immediate downward revision after the 2010 Census. The increase also means that just Cincinnati, Columbus and Dayton were the only big cities (more than 50,000 people) in Ohio to post gains.

Columbus and Cincinnati, meanwhile, were the only big cities to post population gains for the past two years.

The population estimates are derived using the 2010 Census as a baseline and then factoring in new permitted residential construction and mobile homes, and subtracting out the estimated number of homes lost each year. As a result, all of the annual estimates should come with a grain of salt.

Ohio Cities Comparison

With that said, Dayton’s population gains appear to be an anomaly, while the increases in Columbus and Cincinnati appear to be more rooted. In any case, the news for Ohio’s big cities is not good as the rest all lost population, especially those in the northeastern part of the state.

Columbus continues to stand out from the rest of Ohio’s big cities in terms of its population trends. In this latest estimate release, Columbus posted the fifteenth largest numeric population gain of any municipality in America; and it comes on the heels of equally impressive gains in prior years.

Some observers, however, would attribute some of the gains in Columbus to its unusually large municipal boundaries that include what would be far suburbs in other Ohio regions.

While Columbus has been growing by about 1.5% annually over the past several years, Cincinnati has been growing annually by about 0.25%.

When compared with other peer cities, Cincinnati’s gains look even more tepid.

Peer Cities Comparison

Of fifteen other cities competitive with Cincinnati, the city bested only five of them in terms of population growth, while being significantly outperformed by most all others. In this comparison, even Ohio’s best performer – Columbus –fares only reasonably well against the field.

For Cincinnati’s peer cities, national trends appear to hold true. Southern cities continue to grow at the fastest clip, but their growth rates are leveling off. In our comparison, Austin, Atlanta and Tampa have all experienced significant declines in annual population growth since the 2010 Census. Charlotte has also experienced a similar trend, but appears to be holding steady more so than its Sun Belt peers.

Meanwhile, while many Midwestern cities continue to lose population, they are doing so at a slower rate or have stopped the losses entirely.

As we previously examined on UrbanCincy, the Cincinnati region continues to grow by about 0.4% annually. The City of Cincinnati’s 2013 gain represents approximately 12.5% of the total regional population growth, and half of Hamilton County’s increase last year.

In a nutshell, Cincinnati is over performing regionally, but under performing amongst its peers. If Cincinnati were growing as fast as Charlotte or Austin, the city would be adding around 9,000 new people every year.

Categories
Business News Transportation

Industry Experts Believe a ‘Parking Revolution’ is Sweeping America

In April of this year, members of the International Parking Institute, the world’s largest association representing the parking industry, surveyed parking professionals to determine trends and gain input on parking and related topics.

The survey results found that a “parking revolution” is taking place in the United States, and that the industry is beginning to embrace a variety of new parking solutions.

“The industry is embracing a variety of new technologies that make it easier for people to find and pay for parking, and for parking authorities to better manage it,” the report stated.

Cities identified as leaders in the movement included San Francisco, Portland, New York City, Seattle, Miami, Houston, Boston, Denver, Pittsburgh, Washington D.C., and Tampa.

Emerging Parking Trends

Cincinnati’s recently approved Parking Modernization & Lease Program appears to apply these top trends by moving toward technologies that improve access control, payment automation, and real-time communication of pricing and availability to user’s mobile devices.

These kinds of features are the new standard being implemented around the country, and are provided by Cincinnati’s lease agreement.

Parking professionals were also asked to identify the ten most progressive municipal parking programs in the United States, with San Francisco’s SFpark named most innovative.

“The SFpark pilot project provides real-time information on parking availability and cost; reduces double parking, circling, and congestion; and improves parking ease and convenience,” the report stated. “A high-caliber data management tool allows the San Francisco County Transportation Authority to make rate-change recommendations, supply real-time data, maintain optimum operational and contractual control, and rigorously evaluate the pilot’s various components.”

Respondents also said that SFpark was particularly bold in requiring city and government employees to pay for parking in order to bolster the program’s credibility before asking voters to consider sweeping changes in parking management.

Of particular interest is SFpark’s on-street rate adjustment policy.

Prior to the changes, rate adjustments were made during the budget-planning process. The goal with the pilot program is to take a demand-based approach in order to achieve parking availability targets in a consistent, simple and transparent manner.

Prior to the program, rates in downtown were $3.50/hour, $3.00/hour in the downtown periphery and $2.00/hour in neighborhood commercial districts, and were operational mostly from 7am to 6pm or 9am to 6pm Monday through Saturday. As part of the pilot program, demand responsive time-of-day pricing is split into three distinct rate periods: 9am to 12pm, 12pm to 3pm, and 3pm to 6pm for 9am to 6pm spaces.

These demand-responsive rate changes are made gradually, no more than once per month, and periodically near the first of the month based on occupancy in the previous month.

In order to maintain at least one parking space per block, 80% space occupancy is desired with rates increased when occupancy is greater than 80%, held constant at 60% to 80% and decreased with less than 60% occupancy on a per-block basis to more effectively redistribute parking demand.

In order to help users from having to cut trips short or risk parking tickets, time limits in the pilot areas were lengthened from 30 minutes/two hours to four hours/no limit.

Cincinnati’s program, meanwhile, will provide for public rate control and expanded hours of operation from 8am to 9pm in the Central Business District and 7am to 9pm in neighborhoods. The plan will also allow for limited $0.25 incremental rate increases, but there does not appear to be provisions for demand responsive time of day pricing, a target on-street block occupancy amount, or lengthened or eliminated time limits.

In addition to new technologies, the report indicates that parking is becoming more than just a place to store cars, and is instead moving towards more integrated forms of transportation planning – something that has also taken place locally through new bicycle parking provisions and parking requirement restructuring.

“Today, parking is about so much more than storing cars,” concluded Shawn Conrad, executive director for the International Parking Institute. “It’s central to the creation of livable, walkable communities. It’s about cars, bikes, mass transit, mobility, and connecting people to places.”