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Up To Speed

Development patterns appear to be not so free market-driven after all

Development patterns appear to be not so free market-driven after all.

There tends to be agreement among Americans that the way our communities are built is due to free-market demand. But as it turns out, government incentives have long influenced the way our communities develop, and have long favored suburban development patterns. More from The Atlantic:

According to a new report released by Smart Growth America, the federal government influences our real estate sector – with tax credits here, loan guarantees there, grants and other programs – to a tune of more than $450 billion a year. All that money (and the incentives implied by it) subtly skews what we build. Meanwhile we keep talking about about other, more obvious interventions in the real estate market, like regulation through zoning codes and infrastructure decisions about where to put roads and sewer lines.

Stepping back and looking at the whole collection, it’s clear that the federal government has favored many types of development at the expense of others, often with weak or outdated logic. The government dramatically favors homeowners over renters. Its support is heavily skewed toward single-family homes over multi-family developments (the FHA, for instance, funneled just one-tenth of its $1.2 trillion in loan guarantees over the past five years toward multi-family housing).

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Up To Speed

New York City, Chicago rapidly advancing progressive transport policies

New York City, Chicago rapidly advancing progressive transport policies.

New York City and Chicago are blazing a progressive path towards a sustainable transport network. Cincinnati has made minor strides with regards to bicycle infrastructure and Complete Streets, but much is being left on the table in the Queen City and elsewhere. More from Grid Chicago:

I hadn’t been to New York since 2008 when I checked out their Summer Streets ciclovia. Since then Manhattan has gone through an amazing transformation under Mayor Michael Bloomberg and transportation commissioner Janette Sadik Khan. Besides implementing the bike lanes, they pulled off the ultimate road diet on Broadway, removing car lanes and shutting down sections of the island’s main diagonal thoroughfare to calm traffic and make space for some amazing new car-free spaces. And I didn’t even have time to check other first-rate bike facilities in Queens and Brooklyn, or the new segments of the Highline, the sleek, 1.5-mile elevated linear park which paved the way for Chicago’s Bloomingdale.

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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.”

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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.