The Cincinnati Business Courier is reporting that city and municipal sewer district officials are looking at a bold project that would completely transform South Fairmount, reclaim a currently buried creek, and solve the county’s largest combined sewer overflow (CSO) problem site.
Located at the western end of the Western Hills Viaduct, South Fairmount has been in an extended state of struggle. Vacancies and low property values plague the small neighborhood, and investments to rebuild Queen City Avenue have done little to spark new investment. But now officials are looking at a $122 million plan they hope will finally reinvigorate the area.
The crux of the five plans presented to community members is to fix a long-standing CSO problem which results in 1.7 billion gallons of dirty water flowing into the Mill Creek annually. In order to solve the problem engineers and planners would remove an underground sewer pipe dating back to 1910, and replace it with separate underground storm sewers and a reclaimed natural stream above.
The majority of the plans also call for a rebuilt park and recreation area, bike and walking trails along the reclaimed stream, potential mixed-use infill, civic gathering space and even a small lake at the eastern end of the project site.
While all of this immediately sounds exciting, there is an existing neighborhood located in this location. Dozens of historic structures, a park, businesses and residents would all have to be relocated during the potentially decade-long rebuilding project. Officials have begun acquiring land in the area already, and the city owns a good deal of land in the project site. Additionally, eminent domain is already being discussed for what is identified by the U.S. Environmental Protection Agency as a critical problem.
The impacts of such of project could and will be profound if it becomes reality. More than 40 acres of urban land would be completely rebuilt in what is considered to be the largest stream reclamation project, intended to solve a CSO problem, ever.
“For a community that’s been racked by poor transportation choices and declining homes and businesses that left, it would be a significant economic development project. This could be a really thriving community,” Qualls told the Business Courier.
A development in North Fairmount (map) that has sat unfinished and dormant for nearly two years has been resurrected by a new developer, and will be ready for new residents later this spring.
The Bluffs at Woodcrest, originally developed by MI Homes, was purchased by Coach Development near the end of 2009 after MI decided to move away from multi-family developments. The new developers are currently building an additional six, three-story townhouses that will finally push the development past the half-way mark.
The development was originally planned to include 60 townhomes, but to date only 24 have been built and sold. Coach Development President Robert Gerwin says that after the current six townhomes they are building are complete they intend to move on to more.
“We’re going to see how the market is, but we hope to have these next sold out in May, then start on the next building,” Gerwin explained.
Each building includes six townhomes and is perched atop a hill just minutes from downtown Cincinnati. The central location was one of the main drivers for Coach Development when they decided to purchase and pursue their first urban development.
“We feel that Cincinnati and urban living is growing and thought that this was a good fit for us and a great opportunity to get into the city of Cincinnati.”
With an expectation of selling 10 to 12 townhomes in 2011, Gerwin believes that a full build out will be complete over the next two to three years. He also says that the first building should be completed by the end of March, and that many of the units should be appealing to young people looking for an urban lifestyle.
“These townhomes lend themselves to young professionals and first-time homebuyers,” Gerwin said. “The most recent one we sold is to a young woman who works uptown as a nurse. We really like the younger demographic.”
The townhomes start at $119,000 and include a ten-year property tax abatement through the City of Cincinnati. Those interested in touring a unit can contact Ronald Kelly or Michael Sweeney with Comey & Shepherd at (513) 241-3400.
Bluffs at Woodcrest photograph by UrbanCincy contributor Thadd Fiala.
It has been a busy 2011 in downtown Cincinnati so far. A slew of new businesses have opened, the city’s new tallest tower was completed, a new neighborhood is taking shape along the central waterfront, snow has displayed its dominance and the heart of Cincinnati continues to look as beautiful as ever.
Luckily for us, photographer and UrbanCincy contributor Thadd Fiala has been there to capture it all. Enjoy the following collection of photographs from downtown Cincinnati over the first month of 2011.
The Home Builders Association and City of Cincinnati are celebrating a decade of urban living with this year’s CitiRama home show. The Villages of Daybreak, located in Bond Hill, is being developed by NorthPointe Group in a public faith venture with the Allen Temple Foundation and Tryed Stone Family and Community Development Center.
Located at the intersection of Langdon Farm Road and Rhode Island Avenue, the development will eventually include 196 single family homes and 102 townhouses and condos.
After the success of 2010’s CitiRama in Northside, the Home Builder’s Association looked to the newly designated NEP neighborhood of Bond Hill to continue the growth of urban home building.
“Bond Hill is strategically positioned to create an urban walkable community,” said Dr. Everett Gregory, President of the Bond Hill Community Council. “With the new Neighborhood Enhancement Program designation, we will be working together to improve Bond Hill. The Villages of Daybreak will be a part of that.”
The homes, built by both Drees and Potterhill Homes, have elements of new urbanism designed into the site plan. There are single family houses with driveways facing on the backside into an alley, with wide sidewalks and more houses on smaller lots. While not completely integrated into a walkable neighborhood with commercial infill, the development is located next to a shopping mall which is a parking lots’ walk away.
The 2011 CitiRama will be held September 17 through 25, 2011 at the Villages of Daybreak. There will be a poster contest in the coming months to showcase the work of local artists, and a kick off to celebrate both CitiRama and National Home Builder’s month in June.
“We’re excited and very confident that our 10th CItiRAMA at the Villages of Daybreak will once again showcase the region,” said HBA President Dan Dressman. “We will show that the city of Cincinnati is truly a great place to live.”
Villages of Daybreak site plan photograph by UrbanCincy contributor Thadd Fiala.
One-by-one, and with little fanfare, nearly every major American city which scrapped its streetcar and other rail transit lines mid-century has since 1970 built a new rail system of some kind. Between 1970 and 1990, new-start systems began operations in Washington, DC, Baltimore, San Francisco, Los Angeles, Portland, Atlanta, Buffalo, San Diego and Miami. Between 1990 and 2010, new-start systems were built in Denver, St. Louis, Seattle, Sacramento, Dallas, Houston, Charlotte, Salt Lake City, Minneapolis and Phoenix.
As of 2011, Cincinnati is now the largest metropolitan area, with the exception of Detroit, with no rail transit whatsoever. Attempts to fund a regional rail transit system were defeated by Hamilton County voters in 1971, 1979, 1980, and 2002. Cincinnati’s modern streetcar plan, after winning at the polls in 2009, was fully funded in 2010 but faces yet another challenge from special interest groups in 2011.
Is there some physical reason why rail transit is poorly suited for Cincinnati, as its opponents have always contended? No – and the purpose of this article is to illustrate that Cincinnati is in fact much better suited than several cities that have recently built rail transit systems. In short, dating from Mayor Murray Seasongood’s assertion in the late 1920’s that Cincinnati was too small for a rapid transit system, a long line of Cincinnati politicians, usually self-proclaimed reformers or financial watchdogs have succeeded in diverting federal funds away from Cincinnati to less deserving cities.
How Atlanta received the Federal award to build MARTA Thirteen years after passage of Federal-Aid Highway Act of 1956, the Federal Government began funding construction of rapid transit systems. First was the Washington Metro, which received funding in 1969 and began construction shortly thereafter. The Urban Mass Transit Act of 1970 allocated $10 billion for the expansion and upkeep of existing systems in New York, Boston, Philadelphia, Chicago, and elsewhere, and funded approximately 80 percent of the cost of new rapid transit systems in Baltimore, Miami and Atlanta.
The award of nearly $1 billion, to Atlanta in the early 1970’s, stands as one of the most bizarre episodes in the history of public transportation in the United States. This enormous sum (equivalent to approximately $3 billion in 2011 dollars) was originally allocated to Seattle but was diverted after King County voters failed to approve a local tax to operate the planned system. Meanwhile, Atlanta-area voters did approve a transit sales tax, and due to a shortage of cities with such a tax, received the federal award and broke ground on MARTA in 1975.
The configuration of MARTA’s two lines, which radiate from downtown Atlanta in four directions, has been the subject of much criticism. Approximately four miles of subway construction in the Downtown and Midtown areas consumed enough of the project’s budget as to force cut backs in suburban areas. Outside of the Downtown tunnels, the lines typically follow freight rail lines, with inconveniently positioned stations. These poorly located stations have limited the system’s overall ridership by discouraging the construction of transit-oriented developments. Nevertheless, large transit-oriented developments (TODs) have been built at some MARTA stations, and system ridership is presently reported to be 260,000 each weekday.
So why did Cincinnati not apply for the award Atlanta received?
In 1970, Atlanta and Cincinnati were at the center of metropolitan statistical areas (MSA) identical in population. But Cincinnati was still much more densely built than Atlanta, and therefore much better suited for construction of a rapid transit system. Not only were Downtown and Over-the-Rhine much more active than they are now, but Cincinnati had numerous old neighborhood business districts that could have been saved from extinction with a subway station beneath their primary intersections.
A drawing for such a system was in fact made by the Ohio-Kentucky-Indiana Regional Council of Governments (OKI). In anticipation of a UMTA application in 1971, OKI developed a 57-mile regional rapid transit plan that would have included at least 10 miles of subway construction in Cincinnati, a tunnel under the Ohio River, and more subway construction in Covington and Newport. Under UMTA guidelines, Cincinnati-area residents would only pay $100 million of its estimated $500 million capital cost.
But Cincinnati could not apply because UMTA awards were available only for those cities with publicly operated bus companies. In 1970 public transportation in Cincinnati was still provided by Cincinnati Transit, the bus-only descendant of the Cincinnati Street Railway, a situation that persisted after a countywide property tax that would have funded a public bus company failed in 1971. Cincinnati Transit was not put out of its misery until city voters approved an earnings tax in 1973 that enabled formation of Queen City Metro.
The .03 percent earnings tax was insufficient to cover the 20 percent local match required for UMTA awards, therefore, even after having established a public bus company, Cincinnati could still not apply for large capital awards without either a supplement or replacement of the city earnings tax. A pair of countywide transit taxes failed in 1979 and 1980, and therefore Cincinnatians paid in but received nothing from the Urban Mass Transit Assistance Act.
What is so frustrating about these events is that of the three cities that received new-start awards, only the traditional urban character of Baltimore in any way resembles that of Cincinnati. Miami and Atlanta, which by 1970 had just surpassed Cincinnati in size, experienced most of their growth in the automobile era and so could not possibly benefit similarly from construction of rapid transit systems. In short, federal awards weren’t made on the basis of suitability or cost-benefit, but rather who fought hardest for the money.
What if…? Federal funding of rail transit declined after the exhaustion of UMTA funds in the late 1970’s. As such, the FTA has not funded any new-start rapid transit subway systems, with the exception of the Los Angeles Red and Purple Lines in the late 1980’s, and has shifted its funding to the less expensive light rail mode. In Cincinnati, regional transit system plans downsized from OKI’s 1971 Regional Rapid Transit plan to less ambitious light rail plans.
These light rail plans typically called for little or no tunnel construction. Unfortunately, this is not the best solution for Cincinnati, as many of its walkable neighborhood business districts can only be reached by the type of bored tunnels called for in OKI’s 1971 Regional Rapid Transit Plan. Since the FTA no longer funds extensive tunnel construction in mid-sized cities, Cincinnati has no hope of constructing such tunnels without a return of Federal funding for such projects to 1970’s levels.
Next time you are in Hyde Park Square, at Skyline Chili in Clifton, near St. Lawrence Church in Price Hill, or walking Covington’s MainStrasse Village, imagine being able to walk down a staircase to a subway train that could take you Downtown or to any of those other points in just a few minutes. The money was there for the taking back in the early 1970’s, and we could have gotten it just as easily as Atlanta did, but your parents and grandparents were tricked into voting against it.
Jake Mecklenborg is a transit historian and published author. His new book Cincinnati’s Incomplete Subway: The Complete History explores the strange and largely untold history of rail transit in the Queen City.
