Back home from Cleveland, Cincinnati, Nashville

It’s been a whirlwind of a week, which has kept activity on here to a minimum. I start an exciting new job, and consequently chapter of my life, this week. It is my hope that getting back to the 8-to-5 schedule will give me some time in between or in the evening to finish building out this website in a way that meaningfully contributes to revitalization planning.

Cleveland is always a gem. I’m not sure of the utility of signage to tell you that you’re obviously in the City of Cleveland, but the organic PR value of these signs have paid for themselves several times over.

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With and without photo editing, and signage. Considering the photo editing I used was just a few adjustments on Instagram, that gives us a representative sample of whatever is on the hashtag #Cleveland right now.

Cincinnati is also a gem. Being a Cleveland partisan, I suppose I’m supposed to rag on Cincy. Truth is it’s tough, especially with a streetcar! They were just doing testing when I was walking around OTR. FTA requires each of the 5 rolling stock to undergo 500 km (about 300 mi) of testing spread across different days and pedestrian/traffic/weather conditions.

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And then lastly, I recommend all revitalization-minded planners take a trip to Nashville sometime soon. You don’t have to take in the country music – there is plenty of other music, sights, and sounds – and above all, you really can just feel the energy and effort that goes into a city on the rise.

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The above photo is the Parthenon replica that was built to commemorate the centennial of Tennessee’s statehood, and the latter was my hotel view near downtown. The growing Nashville skyline comes with a westward gradient that often goes unseen in the city’s skyline postcards.

And lastly, the Columbus skyline view from my new loft’s rooftop deck! Always nice to come home to another emerging city, albeit the Most Normal City in America (really puts my travels in perspective once I come home).

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Probably some better angles of this view to come. It’s hard to really get in the groove on a realtor’s leash, who probably wouldn’t want me scaling the gutter for the perfect clearing/proportions/angles etc.

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Not-Smart Grants?

This has been a big week for bike and pedestrian mobility in Northeast Ohio, as the region’s dual urban cores both received small TIGER grants that will cement the place of bikes and pedestrians in the built environment. Cleveland’s winning TIGER proposal is more significant, with a number of new bikeways connecting the Near West Side including the long-awaited Red Line Greenway. Akron also now has the opportunity to complete its pedestrian promenade along the historic canal frontage that gave rise to the Rubber City.

Of course, these grants pale in comparison to the FTA SmartCity Challenge, for which Columbus (the only “growing city” in the state, pulling from the larger Cleveland/Akron area) will see a windfall of $150 million for displaced transit (driverless cars instead of transit). Even with awards of $5 and $8 million, Cleveland and Akron are still implementing “old school” transportation projects – the kind you can actually see and use.

ar-160729793This view of Akron’s Main Street, taken from a “loft” project I once worked on, shows the existing condition of Main Street, which is really fine. I think the back-in angled parking generally works. In Akron, you have a lot of blue collar folks who won’t be “fooled” by such newfangled parking contraptions, so it’s common to see a pick-up truck rebel and park front-facing on either the wrong side of the street, or across several spaces on the right side. The back-in angled parking is designed to reduce accidents from people backing out into traffic, and instead shifting the reversing to when people first park. It is smart, it works, and it improves safety. I hope they retain this feature, especially as people are just now getting used to it. The Akron proposal, which will ultimately cost $14 million including state and local funds, will also add a roundabout at Mill Street, which is needed. The roundabout will keep traffic moving through congested, one-lane downtown streets that legitimately do bottle-up.

11094642_gCleveland is getting a little more for its $8 million TIGER grant, sponsored by the Cleveland Metroparks, which has recently gotten much more involved in urban parks, waterfronts, and recreational connectors. The thrust of the grant is two bikeways, the Red Line Greenway (which has been in planning for almost 5 years) that will run adjacent to the Rapid, and the Whiskey Island Connector that connects downtown to the lake. The overall project totals $16.5 million, including funding from the state and foundations like the Gund Foundation, Cleveland Foundation, and Wendy Park Foundation. This project is a prime example of the type of catalytic community improvements made possible by bringing the non-profit sector into the TIGER effort, which wasn’t possible until recently.

The Red Line Greenway will serve as a legitimate form of transportation. It will nicely augment bikeways that are also underway (the dotted green lines) including completing the Towpath, on-street bikeway that will be added to W. 65th, and the “new” Shoreway. These latter additions will be served by two major connections also funded by this applications, including the Lakefront Bikeway Connector and Canal Basin Connector. The City of Cleveland is also still moving forward, albeit slowly, on the Lorain Avenue cycle track. All of this will turn the relatively-flat west side, which sits in the lakefront coastal plain, into a bikeable oasis (during warm months). This is one $8 million grant that will make a major, lasting difference in how Clevelanders get around and experience their community.

I fail to understand how we can spend $150 million on smart car technology that so few people will ever see, let alone use (due to the incredibly narrow scope). I am at least reassured that some places in Ohio are still doing old-school mobility projects that stretch funding into as much impact as possible. When I typically reviewed grants in the past, I too often prioritized impact over novelty.

Now if we can just get the Lorain Avenue cycle track off the planning boards!

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Out with LRT, in with AV

Perhaps not surprisingly, there has been some push-back from my last post on the Smart Cities grant which went to Columbus. I called it the Columbus, Ohio Grant Program and -Surprise! – Columbus, Ohio won.

Not to incite “technology wars” between different transportation modes, but in a world of trade-offs, this is what is getting DOT grants in Columbus, Ohio; a stark contrast to most of Columbus’ peer cities, which get grants for light rail (LRT) or streetcar.

bus-on-street_2For the record, the grant is an incredible win. Columbus bested 6 other finalists including Pittsburgh, Kansas City, Denver, Portland, San Fran, and Austin. Not a bad city there. Furthermore, the grant will do good things like augment technologies on the Cleveland Avenue C-MAX. I admittedly didn’t realize Smart Cities had a component to that, but I also didn’t realize the original Small Starts grant didn’t actually include costs for signal prioritization, which is normally standard for even BRT-lite.

However, there is no denying that the autonomous vehicle (AV) pilot project is the calling card of Columbus’ winning application. It’s the meat and the potatoes, and everything else (the universal transit card) is the garnish.

And none of these are bad things. For one, I would never turn down $40 million in federal grants – then again, I would never want to do anything to jeopardize $200 million in Hardest Hit Funds, or turn down $400 million in FTA funding for 3C Rail. Leaving these kinds of opportunities on the table is painful for a state that desperately needs resources for everything – housing, transit, workforce development, you name it.

starter-routeSometimes, however, the decision has been made and you just have to walk away. Such is the case with rail in Columbus. It’s done, it’s over, and it will never happen. I myself am the eternal optimist to a fault, especially when it comes to cities, and I know how the well springs eternal for a strong vision around which to build a city. Columbus will continue to grow, but it probably won’t be growing around fixed-guideway transit, such as the previously proposed $100 million streetcar that city council defeated. Moving forward, I’m not actually sure what place-based opportunities there will be in Columbus, especially if this becomes ground zero for testing AV in an urbanized built environment.

Columbus Underground, another eternally optimistic news/commentary outlet, has also come to this realization. The site itself is home to many authors and bloggers who have kept alive the hope for rail transit. And then there is this choice quote in today’s CU article, from the CEO of the Columbus Partnership:

“I don’t think it’s about one mode versus another, it’s about what the options are going to look like in the future,” says Alex Fischer, Columbus Partnership President and CEO. “Some decades ago, the community at any number of levels made its decision as it relates to rail,” he added.

So there we have it.

I’m also not alone in asserting that autonomous vehicle pilots do not make transit. Shortly after my post last Friday, CU also editorialized that “Driverless Cars Could Usher in a New Era of Suburban Sprawl.” Ya think?

As did Slate.

As did Fast Company.

As did Nature.org.

As did the Wall Street Journal.

And also Bloomberg.

The suburbs are going nowhere anytime soon, driverless cars to the rescue. And it will be okay, as we will find a way to adapt. This post is just to serve as realistic notice of the impact that autonomous vehicles will soon have on our cities, which will be an urban form not unlike this:

As for the glimmer of hope that remains for light rail enthusiasts and advocated in Central Ohio, the odds just grow all the more with this AV pilot. They need to find a way to make the community want rail, which they simply do not at this point in time.

Columbus is an ideal city to try something new with transit: It’s growing, it’s already walkable, it’s very linear, and it has legitimate transportation needs. There is also a culture that is enthusiastically excited about the local culture, or as the excellent former mayor Michael Coleman would say “our swagger,” which is one reason for the exuberant fanfare given to the Smart Cities victory.

William Murdock, the Mid-Ohio Regional Planning Commission (MORPC) Executive Director, may be among those keeping the glimmer of hope alive for rail. At least it appears that way in the Columbus Underground article on new technology’s impact for LRT:

“Rail is a time-tested transportation mode for moving lots of people and goods in an efficient way,” says William Murdock, MORPC Executive Director. “It’s possible that the new autonomous technology when combined with shared models (i.e. Uber, Lyft, Car2Go) might replace some of the service traditional light or commuter rail might have provided…but it might also open up new opportunities to focus on a few high-capacity corridors with bus rapid transit, light rail, or something new.”

Perhaps that “something new” could be an elevated transit vehicle that glides over traffic, either on tires or rails (gasp!) as depicted below:

While expensive, the above solves many of the issues that Columbus has with transit, specifically that the transit vehicles aren’t in the way of drivers and that it is undeniably cool.

I wouldn’t underestimate the importance of “cool.” Here in the first world, where we still have challenges, we can make available miraculous amounts of resources for solutions that we think are cool. We tend to ignore the problems and solutions that aren’t sexy (like infrastructure). Here in Columbus, I am friends with a great many of developers, just from hanging around planning and development functions – knowing these guys, I know they just aren’t interested in transit. They know that the young professionals occupying their cool Short North condos and lofts are just going to uber everywhere, like Madeintyo. AV is even better because it’s an uber that won’t try to make small talk.

duvallgraphTo the point about the infrastructure problems that we tend to ignore, that makes AV all the more easy to do now, and foolish to invest in for the long term. Given our infrastructure backlog, it’s hard to see the sense or the cents in investing in an AV model that will further deplete revenue in the Highway Trust Fund. The graph to the left assumes normal trends including: A) refusal to raise any taxes; B) vehicles that become more and more fuel-efficient; and C) driving habits of Americans continuing to wane. It does not take into account “AV subscriptions and/or memberships” becoming the next foreseeable transportation wave.

I used to think that autonomous vehicle technology was crazy. I still think it is (I am someone who loves observing my surroundings, which this will divorce people further from), but that is not keeping it from coming to fruition, whether we like it or not. So perhaps something like the above video isn’t crazy either, I don’t know – it probably requires a pilot city that cares about transit as much as Columbus cares about driving. Perhaps that city at that time will also be lauded as “Smart.”

An Ode to the Blank Slate

The Federal DoT created a program for cities without real transit to further-develop vehicle-based mobility alternatives with which they will then call themselves “smart” for doing so. In other words, DoT created the Columbus, Ohio grant program, and – Surprise! – Columbus, Ohio won it.

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I’ve written about the Smart City Challenge before, including when I came across a CityLab article that discussed this proposal along with possible mobility-oriented interventions in the Linden neighborhood (one of those interventions was my “Bus Box” proposal). I was pleasantly surprised to see Linden, a neighborhood for which I’ve done a lot of work, getting CityLab recognition. Now that the surprise is over, I am sorry to say, I am a little underwhelmed.

Columbus’ Winning Proposal

It’s complicated. To be fair, this application is about getting people moving, and not necessarily providing old-school “transit.” This grant is deliberately intended to pilot future technologies that should rightfully deviate from how transit is usually provided. That said, it’s also an awful lot of hoopla for a proposal that scrapes the bare minimum. This Wired article offers an excellent and unbiased (well, glowing) account of the full application, which will execute the following projects:

  • Autonomous vehicle pilot project to link currently non-accessible (via transit) employment centers
  • Mobility kiosks in the low-income Linden neighborhood, specifically geared toward pregnant women
  • Development of a universal transit pass that syncs with COTA (the bus authority), rideshare apps, taxis, and bikeshare

The real strength of the application was the local partnerships brought forth by Columbus’ determination to win this grant. A classmate of mine with an excellent blog detailed the following “total packages” among the 7 finalist cities, in order of leverage:

  • San Francisco: $150 million pledged by local partnerships
  • Columbus: $90 million pledged by local partnerships
  • Austin: $50 million of in-kind services pledged (which could be worthwhile coming from a tech hotbed)
  • Denver: “Total value of $84 million” (so an additional $34 million of leverage?)
  • Kansas City: $15 million pledged by local partnerships
  • Pittsburgh: Additional $11 million pledged by Commonwealth of Pennsylvania
  • Portland: None

Edge, San Francisco.

However, Columbus’ real advantage may have been the blank slate of transit offerings it currently boasts. We have a bus authority. San Francisco has BART which is underfunded but still excellent. Austin has commuter rail. Denver has one of the top LRT networks in the world. Kansas City just opened their new streetcar. Pittsburgh has the T, augmented by really cool “busways.” Portland has it all. DoT may have been attracted by the fact that a Columbus pilot offers the opportunity to implement “smart” technologies in an isolated environment, without cross-over influence of actual transit. As Gizmodo puts it: “Columbus will be able to demonstrate how a city which doesn’t have the time or capital to build out a massive rail network can use the next wave of transportation tech—autonomous vehicles, smartphones, sensors—to get residents moving in an efficient way that will get more cars off roads and lower emissions.”

Smart Challenges For Wicked Problems

Who’s to say Columbus doesn’t “have the time or capital” to build out a rail network? We won’t make time. It’s been a non-starter my entire time in Columbus.

For those that live, work, and get around in Columbus – what does the “Smart City Challenge” victory actually mean? If you’re not pregnant in Linden, what does this victory actually mean? Is everybody in Linden pregnant? What does an autonomous vehicle pilot project really do for a struggling built environment that needs placed-based, not dis-placed, solutions? Having a cool car that can pick you up for your OB/GYN appointment does little for job access, education access, creating recreational opportunities, and fostering passive walkability.

Having written a study on infant mortality in South Linden, I can tell you that lack of car ownership is not an environmental cause. Lack of mobility options, yes, car ownership – not exactly. The full gamut of factors contributing to this neighborhood’s unacceptably high infant mortality rates are:

  • Poor access to affordable and fresh food
  • High obesity rates vis a vis unwalkable environment
  • High stress resulting from crime, speeding traffic noise, and economic insecurity
  • The neighborhood’s only OB/GYN is across the tracks, on a site that was available on the cheap, for lack of resources to build a true neighborhood health center
  • Housing that is often riddled with environmental contaminants
  • Poor maternal care education (prevention of tragic accidents)
  • Other

Linden even has an underfunded BRT-lite project, in need of additional funding and wraparounds to qualify as true BRT, that this grant ignores.

For myself, I deliberately forced myself to use Columbus’ transit for the entire two years that I was in grad school. My thesis was on TOD, and to develop a sense of empathy and deeper understanding, I wanted to experience what it is like to actually rely on transit – too few planners have done this, in my opinion. I can tell you that being reliant on transit in Columbus is not fun. It means waiting for buses that are irregular (my outer backpack pouch has schedules for the #7, #18, #2, #8, and #21 – which I’m pretty sure are just suggestions), unpleasant and stressful, occasionally unsafe (frequent reports of LGBT discrimination and abuse), frequently broken down (I have had three COTA buses break down on me), and so on. For half of the year, add the bitter cold. During the warm months, the buses are often re-routed or indefinitely delayed due to frequent marathons, festivals, or parades on High Street. So while I don’t mean to be a fly in the ointment, I am very passionate about Columbus developing the first-rate transit it so badly needs, and this is not that.

This reminds me of the time I asked the otherwise-excellent outgoing mayor, Michael Coleman (a true role model of civic leadership, I must say) if Columbus was interested in pursuing transit to capture more development demand in the form of sustainable TOD, and his response was “Columbus is so TOD, we now have Car2Go!”

The Case for Real Transit in Columbus

The background context is that Columbus is a community that harbors deeply anti-transit sentiments. It’s a car culture. As Columbus has re-urbanized and more or less “gentrified-in-place” (raising density while developing true mixed-income), it has found auto workarounds. The city routinely grants TIF deals to cover the costs of parking garages to facilitate neighborhood redevelopment. The frustrating thing, as a planner, is that Columbus is a really great city that has what it takes to be “the next Great American City” (sound trumpets) a la Austin or Portland. Transit is the one disconnect – the stubborn pitfall that Columbus can’t get out of.

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The essence of Columbus is neighborhoods, which is ironic for a city best-known for its iconic commercial spine. Above is the most important photo you will ever see (to-date) of Columbus. Of course I am biased, because it is my own, but this photo illustrates better than I could describe the relationship between downtown, the “neighborhoods,” Ohio State, and the High Street corridor. Despite being such a linear city (not to be fooled by the radiating hub-and-spoke of sprawl, density levels and economic activity literally follow High Street) many voting citizens in Columbus pretend to be pro-transit, but just unsure of where it could go or who would use it. This oft-repeated refrain requires the above aerial study. If any city were ripe for a transit corridor, it is Columbus. You don’t need a Nelson Nygaard study (though we have that, too) to tell you where a rail corridor should go, just go up high and say “Eureka, I have found it!”

cbus.JPG What gives Columbus so much potential is that it is a vastly underrated historic city. Overshadowed by the former fourth-largest (Cincinnati in the 1800s) and fifth-largest (Cleveland in the 30s, 40s, and 50s) cities – Columbus falls for the notion that it too is not historic. On the contrary, Columbus is one of the most historic state capital cities, and features some of the most impressive Victorian-era neighborhood fabric anywhere in the United States. These historic neighborhoods are also dense, walkable neighborhoods. However, it is also best summarized as a collection of independent fiefdoms (unique neighborhoods or “villages”) that have spurned planning and transit to stave off the threat of connectivity to their surroundings. A great example of this is Clintonville, a truly wonderful neighborhood whose infamously NIMBY residents are either known as Clintonvillains or the Independent Republic of Clintonville. I truly empathize for any developer feebly attempting to build very high-end apartments for “those people” (you know, renters, like myself).

These fiefdoms are wonderful places. They’re walkable, charming, and valuable. They could be very transit-supportive. Columbus has an almost-endless list of them, from German Village, to Beechwold, from Franklinton (an emerging fiefdom), to Olde Towne East (shout-out to those OTENA gentrifiers, Flag Wars!) and the rest of the “Villages,” be they Victorian, Italian, Merion, and so on. Their calling card is that they all occupy inner-city locations without inner-city connectivity. While I adore cobblestone and brick-paved streets for aesthetic and sense-of-place arguments, I suspect they have been preserved so well to inhibit drive-through traffic.

The divisions of Columbus bring us to realities about inequeality and the geography of opportunity. The Kirwan Institute, based at Ohio State, is an excellent think tank dedicated to the study of poverty and urban inequality, and best-known for “opportunity mapping.” Their Columbus Opportunity Map, essentially a blended metric of quality of life and economic opportunity across Columbus census tracts, is viewable on Arc online. You have to open the filter control and turn off the neighborhood layer, which is just meaningless color-blocking, and turn on the neighborhood opportunity index. You will then see the following map for all of Franklin County:

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While economic opportunity follows High Street, those who enjoy that economic opportunity do not cross High Street. To the east lies a sea of neighborhoods cut off from the city’s spine, by railroads, freeways, etc. These neighborhoods’ problems are largely due to issues with access, whether it be to jobs, education, healthcare, etc. We need a transit network that connects these neighborhoods to the economic spine of Columbus. On top of that, truly linking the diverse and multifaceted (and almost entirely densely-populated) communities that line both sides of High Street would catalyze additional economic potential by bridging the gaps wherever they exist.

Toward the Right Solution

m-1_20map-0Columbus just won $150 million of funding through an incredible public-private partnership. Cincinnati, Kansas City, and Oklahoma City are all building their modern streetcars (trams) for less than that. However, Columbus needs much more than a downtown circulator streetcar. Columbus needs something like the M-1 Rail, which I’ve covered extensively, which serves a true need by filling the gap and forging strategic connectivity. The 3.3-mile corridor, envisioned as the first phase, connects two currently-disconnected rail systems and makes the broader Detroit Transit Authority bus grid more efficient. Ran by the suburban RTA (SMART), the M-1 Rail will also link the two disparate transit authorities serving Southeast Michigan, and it will do so through a corridor that links all of the city’s major economic, cultural, and institutional assets.

The M-1 Rail is a slam dunk because it is the perfect place-based transit project. It was also made possible by significant private- and philanthropic-sector contributions, which covered most of the cost, in addition to about $45 million in FTA grants.

Sound familiar?

Columbus needs an M-1 Rail, whether that is “smart” or not – something that provides real, meaningful transit. Columbus does not need a ride here and there for expecting mothers – it needs a transit pipeline for everyone.

Nuanced Thoughts on RTA’s Fare Hikes + Service Cuts

Nobody ever stops the press when government works. Everyday, government works to get people to work, to ship goods to markets, to power our economy, and protect our national defense. Occasionally, we do stop the press for major stories when government does not work as we expect. When a bridge crumbles, it’s a headline. When a train derails, it’s a headline. When bus drivers strike, it’s a headline. In all of these cases, lives are disrupted. Also, in all of these cases, rarely is the fundamental issue ever addressed: We do not pay, and seemingly will not pay, for the infrastructure and services upon which we rely; we insist on something for nothing.

The problem with infrastructure and transit is that the entire nation, or even the entire State of Ohio, does not collectively rely on the same bridge or the same transit route. However, as we complain about the cost of individual projects and transit services, our own community’s infrastructure is crumbling because we refuse to also pay for that of our neighbors.

In Ohio, here is how we got into this situation:

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Nation-wide, here is how got into an even bigger situation, regardless of mode:

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Among modes, the decline has been particularly steep among federal transit and passenger rail spending, which was basically slashed in half during the 80s and never recovered.

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This all collectively means we find ourselves in a situation in which local government picks up more and more of the tab for transit.

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Lastly, for a most interesting chart, particularly for “equity planners” whom decry spending on anything other than bus routes to poor neighborhoods – there appears to be a correlation between overall transit services and poverty concentration. As transit funding declines along with the varieties of constituencies that it serves, the differential between urban and suburban poverty rises. To advocates for “transit equity” meaning transit as a social service: What are you really trying to do?

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We now find ourselves with the transit service that we deserve, pretty much. The fragmentation is pretty much complete. Where a unified front could possible exist as an effective force to solve these issues collectively, we find drivers succeeding in shifting money for transit to roads, we find transit-dependent constituencies advocating to shut down transit that serves middle and upper income people, and we find developers and transit growing farther and farther apart. It is 2016 and things are getting worse.

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What gives? Flats Forward (and/or Backward)

The big debate in Cleveland right now is whether to continue service on the Waterfront Line. The Waterfront Line, completed in 1996, is a 2.2-mile light rail that bends around downtown, following the Cuyahoga River and Lake Erie waterfronts, hence the name. Cleveland’s RTA spent $70 million to build it, and then not longer after opening it, decided to eliminate weekday service on it in 2010. Service levels were then revived in 2013, upon the accumulation of $500 million + in development spurred by the route, adding jobs at Ernst & Young, hundreds of dwelling units (soon to be thousands), and dozens of new entertainment venues.

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It so happens, that the Flats East Bank project was built with an over-supply of parking. So while ridership has risen on the Waterfront Line, the trains aren’t exactly packed. Transit “advocates” (can you call those who advocate against transit, “transit advocates”) have dubiously branded the Waterfront Line as the Ghost Train. Mark Naymik of the Plain Dealer, generally considered that newspaper’s foremost loudmouth, wants this route to “be the first service trimmed to help close budget shortfall” (sic). (Personally, and this is the only personal opinion I am writing in this piece, but I’m still not over Naymik’s nasty fight in favor of the Ohio City McDonald’s by labeling opponents including myself as the “$6 Beer Crowd.” Seriously, who advocates FOR a McDonald’s in a historic district??) Flats Forward, a non-profit development arm aimed at revitalizing the Flats as a beloved community gathering place, has led the charge to retain service.

What’s at stake, besides hopes of continued ridership growth on the Waterfront Line? Well, developers did make a $500 million investment along it. One of the historic advantages of rail over bus service is that tracks can’t be moved like a bus route often is – and that goes out the window in this political climate. By burning the developers who invest in sites along transit, we get further and further from an ultimate solution to this wicked problem. Let’s not lose sight of a potential solution, in that Americans overwhelmingly want TOD – 73% support changes in land use zoning to encourage TOD. 73% of Americans rarely support anything.

Where the Waterfront Line was just one example of the solution, combining forces between transit and development, that is now at-risk. The reality is that the Waterfront Line is a choice rider service. By spurning those choice riders, as is often the goal of supposed “transit equity,” it becomes harder to pass needed local tax increases to support transit for everyone.

Don’t forget that the only reason Cleveland RTA is able to provide Ohio’s only decent transit system isn’t fare revenue, but rather the 1% county-wide sales tax that supports RTA. While other Ohio cities would kill for that (COTA in Columbus for instance must operate on half that), will County voters renew Cleveland’s RTA tax next time it is up the renewal? Keep burning choice riders, and County voters are less likely to see how they could benefit.

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What we have here is ultimate dysfunction and fragmentation in which transit segments have turned against each other to throw each other under the bus. While we are all implicit, it is hard to blame anyone specifically; while each side seems to have missed the big picture, can you blame them considering what an ugly picture it has become?

#ClevelandThatILove

Spent Memorial Day weekend up in Cleveland, and took a few photos of the city’s changing cityscape. This isn’t a comprehensive photo set, but rather just a few snapshots I came across over the course of a weekend. Click on the image for full-size and captions.

 

Lastly, no trip to Cleveland would be complete without watching the sun set over Lake Erie, this time through a thunderstorm (which intensified into a tornado warning).

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Northern Kentucky River Route Streetcar Study

Full study located at this link: River Route.pdf

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Building off of my Community Design Studio work on designs for equitable “BRT-TOD” in Columbus’ Linden neighborhood, when tasked by my Graphic Communication for Planning practicum course to drum up a “plan” for the sake of graphic production exercises, I once-again wanted to showcase transit’s potential for community transformation. Working on the NKY Streetcar was an opportunity to contribute something that would further a rail-based transit proposal somewhere in this region.

In the way of housekeeping announcements, this is in no way intended to match an actual streetcar feasibility study, for which the NKY Streetcar Steering Committee is seeking a $300,000 federal grant. The feasibility study should ascertain ridership levels, engineering challenges (particularly with the Taylor Southgate Bridge), and so on. I also imagine the turning radii around 3rd-4th, Monmouth-York can also be problematic (one lesson learned from riding every modern streetcar on this side of the Rockies is that streetcars are amazingly smooth, except when negotiating turns, so the best routes are straight lines).

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Tourism map of greater region.

This is however intended to conjure the imagination of Northern Kentucky residents as to how their own community can be truly transformed within their lifetimes. The emphasis is on the graphics, which are intentionally bold and imaginative. I love NKY for a lot of reasons – for one, it truly is one of the few “European-styled” communities stateside, which would be a gag-worthy descriptor most places. I love the history and diversity of NKY. I really think a streetcar that hits all of the dense neighborhoods, including farther south (I make the case for looping around on MLK in the study), will benefit tremendously from the unparalleled economic diversity of these neighborhoods.

NKY is truly one of the few remaining corners of this country where the rich and the poor coexist happily side-by-side. You have incredibly wealthy pockets like Mansion Hill in Newport in walking distance to public housing on both sides of the Licking River. The historic building fabric of this region just naturally supports and lends itself to such depth of economic diversity. This will benefit a streetcar in terms of balancing ridership between transit-dependent residents and “gentrifiers” the likes of whom would only ride a streetcar. No one “constituency” is shut-out or served better than the other by a streetcar investment in this area.

1dataNorthern Kentucky and Southwest Ohio have a long history of working together toward planning for and building the region’s transportation network. This includes the I-275 outer loop, which serves all of NKY and even dips into the corner of Indiana to bring in a third state. The region’s airport is in NKY, and of course the Ohio River ports and bridges are the region’s historic transportation advantage. It should turn to this multi-state partnership once again toward building a comprehensive regional transit network.

2For one, it is the only way to eventually connect the airport to Cincinnati; and more strategically, I think that the $2 billion Brent Spence Bridge project could be a potential funding opportunity for a parallel streetcar bridge. “Transportation alternatives” have been package-funded with highway projects before, and while the entire 5.3-mile streetcar would only add another 10% to the bridge project cost, even a partial funding chunk could close a funding gap alongside a TIGER grant, TIF revenues, and city capital. Realistically, operational funding could be re-appropriated from the South Bank Shuttle, although there could also be advantages to retaining that for a counter-clockwise or otherwise supplemental transit crossing. By maximizing transfer stations, the streetcar could better sync with TANK routes and optimize the region’s entire transit network.

Lastly, Covington, Newport, and even Bellevue already feature incredibly beautiful, dense, and historic neighborhoods. However, there are underutilized sites in Covington’s north end, along the Licking River, and toward I-71/75. A streetcar that passes through these pockets while connecting the premier neighborhoods could spread revitalization where it has lagged. In doing so, I have highlighted the potential TOD nodes. Furthermore, I have rendered how a streetcar station might enliven the in-tact parts, as well.

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Toward the goal of TOD, it is worth noting that while I think TOD could be great for NKY, I would never recommend tearing down any extant building fabric. Historic rehabs work just fine, if not better in terms of scale-appropriateness, for TOD. Covington and Newport’s historic building stock has not been leveraged for economic development in the same way that OTR in Cincinnati has, due to Kentucky’s anemic historic tax credit program. A streetcar could be just what is needed to fully maximize the potential of these historic bones.

 

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So there you have it. Both my latest class project, and hopefully, also a meaningful conversation starter for something that makes a huge difference in Northern Kentucky. That’s what this is all really about, and of course what transit should always be – a means to an end.

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1 Month: DC, PHI, NYC, PIT, CHI

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My apologies to readers of this blog who may have noticed that I’ve slowed down; I intend to remedy this by uploading components of my thesis and also with a few planned articles to highlight lessons I’ve learned from this recent swarm of trips.

What I’ve been up to lately: Finishing and defending my thesis, graduating with my Master’s in City and Regional Planning, still working for a tax credit syndicator, following-up on Congressional lobbying efforts for Preservation Action, the inaugural convening of RBCoYP, and applying for jobs! Whew.

Here is a brief travel tease…

DC in Mid-March:

 

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Philly in Mid-March:

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NYC in Mid-March:

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Pittsburgh in early April:

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Chicago in mid-April:

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No favorites! Besides the last city I’ve visited at the moment, whichever that is.

Design Ingenuity: Parks for the people

Design Ingenuity is a series highlighting teachable examples of urban design. The first Design Ingenuity post highlighted US Bank Stadium in Minneapolis, a transit-oriented stadium project. This is the second post in the series, detailing OKC’s major push to renovate as many inner city parks as possible. The goal of Design Ingenuity is to understand the difference that good design makes in the lives of city residents.

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Tulsa’s $350 million new Gathering Place project is forcing OKC to up its ante with parks

Oklahoma City’s parks are a major opportunity for improvement. I have a tendency to belabor the point in trying to frame matters optimistically, but the reality is that parks are a core area in which OKC falls short. Not only do they not fully meet the needs of human-scale communities, but they also fail to attract residents who often drive to Tulsa or a state park for recreation. Driving over an hour for a park seems odd – but people do legitimately go up to Tulsa for the River Parks, Swan Lake, Woodward Park and the Tulsa Rose Garden, etc. Tulsa will be especially competitive for outdoor recreation enthusiasts once its new $350 million “Gathering Place” park (pictured above) is complete.

People like nice things. Parks and transit, really the two core areas where OKC lags behind, are both two of the most noticeable components of cities. OKC’s parks, besides the incomparable Myriad Gardens, have a ways to go. That said, OKC is aggressively addressing both transit and parks, and in some instances killing two birds with the same stone (trails and bike lanes accomplish both parks and transit).

On parks alone, OKC has 11 distinct initiatives currently underway. These 11 projects will collectively transform OKC’s public realm and get its residents outdoors. Great parks are finally well within reach for OKC. Of course, the plan behind all of this is the 2013 OKC Parks Masterplan. At the conclusion of this effort, OKC will go from trailing to leading other cities.

Myriad Botanical Gardens and Project 180

Project 180, begun in 2010 and scheduled to commence in 2014, but still underway and running behind schedule – is an aspirational $141 million facelift of downtown OKC’s public spaces, including the Myriad Gardens. The Myriad Gardens were designed by I.M. Pei and hadn’t been updated since, while surrounding streetscapes were similarly outdated. Funding was generated through a TIF district just on the $750 million Devon Tower, which didn’t need the TIF, but instead wanted updates to surroundings. P180 included bike lanes, street furniture, lighting, landscaping, and public art throughout the 180 acres of downtown.

The figurative result of Project 180 is a complete “180” turn in activating downtown’s outdoor spaces with people. The specific legacy though is increased attendance at the Myriad Gardens and a well-designed template that OKC is now applying to other streets, including in Film Row and Core2Shore.

“Central Park”

Just to recap: Most casual observers to planning and design are aware of OKC’s new MAPS 3-funded “Central Park” (it’s yet-to-be-named, and I’m pushing for Ellison Park or Ellison Green after the hometown literary great). $132 million total. The 40-acre north park (north of the new I-40 Crosstown Expwy) is scheduled to open in 2018, while the 30-acre south park is scheduled to open in 2021. The north park is a highly-programmed, emphatically-designed urban park, whereas the south park is a more-passive, heavily-landscaped link to the Oklahoma River. OKC Talk has detailed plans here. South Park is pictured below:

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Park architects, Hargreaves Associates, have also designed Chicago’s Millennium Park, Houston’s Discovery Green, Seattle’s South Union Lake Park, and Birmingham’s Railroad Park. Hargreaves has also given OKC a park template, based on this Central Park design, that OKC is applying to outdated parks across the city.

Military Park

This park was originally scheduled to be renovated along with Classen Boulevard’s Asian District streetscape, more than ten years ago. That didn’t happen at the time. At last, the 1.8 acre underutilized site at NW 25th and Classen Blvd is set for an ambitious makeover that will hopefully revitalize this stretch of Classen and the greater OCU area. The space has been named “Military Park” for nearly 100 years, and incidentally has become one of the nation’s most concentrated Vietnamese communities. As such, the park will feature a Vietnam War memorial along with several tributes to what Vietnam means as a homeland.

Woodson Park

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This large park, originally one of the corners of Grand Boulevard, was sliced in half by a freeway and then disinvested for decades. This project refreshes the western half of the park, which had been really disinvested and cut off from the surrounding neighborhood. $5.2 million from the 2007 General Obligation Bond.

McKinley Park

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Not a total park renovation, but a flashy new coat of paint no less for the rec center at McKinley Park, in the Classen-Ten-Penn neighborhood. As CTP has become a community development focus neighborhood, the goal here would be to generate creative synergies before the Strong Neighborhoods Initiative moves on to another neighborhood. This image is just from the call for artist submissions.

Boathouse Row

Boathouse Row now includes the original Chesapeake Boathouse, along with the OCU Devon Boathouse, the UCO Boathouse, the OU Boathouse, SandRidge Adventure Tower, and CHK Finish Line Tower. In addition to these philanthropic-supported projects, MAPS 3 has added $57 million in projects, the largest phase yet. The MAPS 3 improvements include racetrack improvements, grandstands, and the RIVERSPORT Rapids park.

Memorial Park

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Memorial Park, at NW 36th and Classen Blvd, is another park that used to be more historically significant and then faded. While it’s not ideal to tear down homes on 36th for parking for the park, the configuration allows more preservation of the original park, particularly the historic fountain fronting Classen. Very nice project for just $1.9 million, financed by the 2007 General Obligation Bond, completed in 2015.

Red Andrews Park

This park, historically an after-thought in between downtown and no-man’s land, has always been a problem. The Oklahoman couldn’t refrain from mentioning the park’s sordid park along with announcing its redesign. The new design takes parking out of the park, through a shared parking agreement with the new $10 million Valir Clinic across the street. It also lends it a definition of space that it previously never had.

Bicentennial Park

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Civic Center Park or Bicentennial Park, same thing. Not sure which name it’s using right now, but this park encircles OKC’s Art-Deco civic center which includes City Hall, the Civic Center Music Hall (home to the OKC Philharmonic and Broadway shows), and backs to the OCPD HQ. As downtown withered in the 70s and 80s, the park became a dumping grounds for statues and plaques. I think there was a statue of every mayor, which is almost interesting. Rand Elliott, perhaps Oklahoma’s most acclaimed architect, completely overhauled the space in his recent renovation – funded by $3.5 million in Project 180 funds, similar to the Myriad Botanical Garden renovations. It’s a small space, but designed well-enough to feel significant.

In my opinion, as someone who actually opposed this redesign initially, I’m now convinced that Rand’s vision is what this space should have been back in 1930. The walking paths that elegantly fan out toward the edges remind me of the Chrysler Tower crown. I believe that’s called organic (organicist?) Art-Deco. Enhanced sight-lines in between the two similar WPA-style Art-Deco landmarks, as well as enhanced skyline views, also make a big difference. This is an Art-Deco park where such a thing should have always been.

Wheeler District + Park

Wheeler Park is OKC’s most historic park. It was an urban central park, a highly-programmed promenade, and amusement park rolled into one. One particularly damaging flood changed all of that. Then the Army Corps of Engineers came and dammed the Canadian River, and turned the former parkland into an urban prairie. The “river” literally had to be mowed twice a year. Developer and acclaimed designer Blair Humphreys has acquired the Downtown Airpark, across the river from Wheeler, and is planning to revive this neighborhood’s place in OKC. The first step was successful implementation of concert grounds to activate the site, and the second step (currently underway) is reconstruction of the Santa Monica Ferris Wheel on this site (purchased on eBay). It’s worth noting this entire project is privately-funded, though almost surely will involve a public partnership.

American Indian Cultural Center and Gardens (Smithsonian affiliate)

Definitely don’t want to get into this project’s history, but it is moving forward once again! This project, though dogged by delays, cost overruns, and political embroglio, will give OKC a world-class anchor for the south riverfront. It also solidifies the importance of American Indian culture, by placing this new landmark on the most visible, centrally-located site possible. Through an operating agreement with the Chickasaw Nation, the surrounding lands will be commercially developed while retaining the park-like setting. Also noteworthy – Hargreaves Associates once again, on the design (hence why the mounds bear resemblance to the Clinton Presidential Library grounds).

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OKC needs parks. The city that I grew up in during the 90s had the level of park investment you would expect in Dodge City; Tumbleweeds blowing through was the only reliable programming. This was before the parks renaissance that nearly every city is experiencing, before the “back to the city” movement, and before OKC itself had discovered an innovative civic investment mechanism (the MAPS penny sales tax).

The design ingenuity of this endeavor though is its breadth. Rather than just complete a few really good parks, OKC has sought to use those projects to both inform and build capacity for doing more, as well as to build a toolset of templates that the city can plug and play with. This not only reduces design costs, but also administrative costs and process time. This is why almost all cities use a template approach for streets and open spaces – sometimes the templates are bad, but in this case the template OKC has built up to is pretty good in my opinion.

OKC can do this with a continued commitment to parks across the city, and not just concentrated downtown. These projects will rely on long-term commitments, for which the city will rely on partnerships with the surrounding community. Toward that end, it is important that these parks put people first.

Lastly, never bet against a city doing something it has already done before. OKC has had great parks before, and can do it again. It really is all about making a long-term commitment. Behold, Wheeler Park, of yesteryear:

 

Of course, it will help having a vision such as this for making critical connections into the future:

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Statewide Urban Agenda

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Mayor Coleman calling for a statewide urban agenda at Greater Ohio’s 2015 Policy Summit

There has been a lot of discussion, almost entirely figurative, about a statewide urban agenda. This would be the reason for Greater Ohio Policy Center‘s existence, though they have chosen to not flex this muscle. At the 2015 GOPC Policy Summit in Columbus, both Senator Sherrod Brown and Columbus ex-mayor Michael B. Coleman, suggested the urgency of creating such an agenda at the grassroots level. It is imperative for the grassroots to rally around an agenda before embedded institutions can safely push the envelope on needed change.

Ohio Democratic Party chairman David Pepper also recently tweeted about the need for a statewide urban agenda. Fellow bloggers, such as Angie Schmitt’s post on Rustwire, have echoed and contributed to these calls. So let’s strike while the fire is hot.
welcome-to-weinland-park-signThe change we need is all around us, plainly visible to anyone. We have a system that is collapsing in a state that is treading water, with a wealth of case studies in our own backyard. For instance, Weinland Park in Columbus is one of the nation’s best case studies in holistic urban revitalization. The transformation in Weinland Park was made possible by local and state policy tools that have become exhausted – inhibiting our ability to further this successful model. We also have a streetcar case study in Cincinnati and the nation’s best BRT case study in Cleveland. Ohio is indeed in the most unique position, where visible problems and visible solutions coexist side-by-side. We just can’t connect the dots because our hands are tied.

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Anyone who functions on a daily basis in Ohio’s cities must be keenly aware that we’re getting our lunch money stolen by rural areas and exurbs. In a state that is overwhelmingly urban, somehow the deck just seems stacked in favor of rural interests. ODOT is the primary vehicle of this redistribution of wealth. What ODOT actually does is set funding priorities for federal transportation dollars that we are apportioned – these are Ohio dollars paid in federal taxes, that come back to Ohio. The current transportation bill (we are now in the era of the FAST Act) sets the parameters in which state DOTs are supposed to allocate funding to projects, but only in theory; in practice, FDOT has a long-standing practice of allowing state DOTs to do anything that they want. This is even one area in which Kasich has offered an opening for common ground.

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The above graph is from a Nelson Nygaard study on ODOT Dedicated Transit Funding Needs. By the way, a classic means of deflecting accountability is to hire the best consultants that money can buy, let them do their work, and then polish off a spot on the shelf for the plan to sit in perpetuity.

You might ask yourself, based on the above graph, if something happened between 2001 and 2004 that made Ohio precipitously less urban? The answer is no. Still urban!

The problem with this has been diverging venn diagrams. Whether we admit it or not, an “urban” agenda as opposed to the suburban/rural alliance that currently prevails, is likely going to be one party. Complicating matters, the democratic party in Ohio (and in most states) is slightly above moribund on a good day, and down-right moribund on most days. Something is happening at the grassroots level that is causing the extinction of state-level Democrats, even in solidly blue states.

An urban agenda must find a way to pull a few Republican and suburban leaders, without whose support, urban interests will remain sidelined. The argument must be made that suburban interests are urban interests, and not rural interests. Wherever possible, alliances must be made with rural interests as well – in the name of preservation (of farm land, of green space, of historic assets).

The agenda must be positively branded and diagrammed. There is virtually zero chance to get a politician, the likes of whom often scare easily (I would too if people were barking at me all the time!), to reverse course on a really technical, wonky policy. The problem with this is that I am a policy wonk and a planning practitioner, so I naturally go to technical details that people around me usually expect. Rather than do that, the urban agenda should stick to banner statements, with specific bullets reserved for metrics of accountability.

An Ohio Urban Agenda should cover three broad policy areas: Housing, Mobility, and Jobs. The selection of this wording is deliberate. Rather than narrow issues of urban housing, “Housing” is a policy area with which legislators are already familiar and likely involved. “Transportation” is often reworded in policy circles to “Highways,” which is intentionally anathema to urban planners – Rather than accept “Highways” or reverting back to middle ground, urbanists should use “Mobility” to specify their intended transportation goals. Lastly, “Jobs” speaks to everyone, particularly moderates apparently.

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Four specific action items that accomplish three broad banner goals.

250px-gcrtaredlinetrainMobility: We have to get back to actual state funding for urban public transit. Yes, our roads are a disaster – no, building more of them doesn’t fix the roads we have – “Fix it First” is how we all win, regardless of our personal transportation needs. Bringing the 3C Rail project back will get Ohio back on the path to linking its cities to the future, and having a dedicated program for matching funds for FTA/Tiger/Small Starts and any other federal grants actually brings a lot more funding back to Ohio. These solutions all increase the pot for mobility programs, enhance Ohio’s array of mobility options, and fosters parameters for multimodal connectivity both in policy and in practice.

10142565-largeJobs: We can do more here, not because we have to, but because Ohio has a tremendous opportunity to leverage its existing assets. Anchor districts specifically have been huge in Ohio, leading the economic transition from industry to innovation. In addition to the state staying out of the way of this, the state can help by requiring that “job ready” sites be within our existing infrastructure footprints. Preservation of brownfield funds is paramount (which Ohio has now exhausted!), as these dollars have been vital toward revitalizing urban, contaminated sites. These sites are strategic despite their contamination because these historic industrial sites are already embedded within communities originally built for their workers. Similarly, we MUST clean up the Lake and the River – which can also lend increased tourism potential, a space where Ohio lags behind neighbors (Pure Michigan). Lastly, the historic tax credit is both a Jobs and Housing issue.

barrett_croppedHousing: In addition to the federal low-income housing tax credit, the state has a housing trust fund that can be and must be expanded. The OHTF leverages fee revenue, invests it, and puts returns toward housing projects that help families in need and transform communities. Similarly, we must get better at homeless services. If you don’t like being “bothered” by the homeless, then let’s house them! In addition to housing the homeless, a similar group in need of housing is young professionals. The historic tax credit has been our most effective tool for retaining young professionals and housing them, and anyone else interested in urban living, within our cities. There simply aren’t any consumers lined up for Cleveland’s excess Cape Cod-style homes – there are however consumers demanding more urban apartments. Growth boundaries are the obvious tool for retention of stable suburban housing, and stopping the cycle of perpetual sprawl and decline (embrace this, stop calling it radical). Toward this last goal, a minor policy wreaking havoc on our cities is the state law requiring school districts to offer excess property to charter schools. School districts such as CMSD prefer demolishing these properties before offering them to charter schools, which not only inhibits school choice, but costs us dozens and dozens of structures perfectly positioned for adaptive reuse into affordable and/or market-rate housing. This law has come with a tremendous opportunity cost as our urban neighborhoods have hemorrhaged many of their best opportunities.

Certainly, in the end, reviving the 3C Rail and enacting growth boundaries will likely never happen. That said, close your eyes and imagine that it could – these two proposals, more than anything, ensure a prosperous future for Ohio’s cities. More importantly, in the housing realm, this is a future of stability – a growth boundary is one of the few policy tools (particularly within the low-cost, high-supply context of Ohio’s housing market) that actually resets the market to resolve its own problems. This is a virtuous solution, and given its potential to fix so much dysfunction, I think is worth fighting for. It’s not radical at all.

Common ground can likely be found on streamlining preservation of school buildings (recognizing the need to repurpose into desirable housing), the “Fix it First” policy that ODOT is already pursuing, restoring brownfields funding, and establishing dedicated funding for matches to bring more federal dollars back to Ohio. At a minimum, we can make this happen.