Cincinnati’s streetcar named bureaucracy
Cincinnati, throughout the first half of the twentieth century, had over 200 miles of streetcar tracks and the system carried over 100 million people per year. By the 1950’s the system was deemed unfeasible and was dismantled, with the last streetcar being retired in 1951. Several decades later, the faith that everyone had in the efficiency and convenience of busses has proven unfounded.
Just 25 million people use the bus system each year, and faith in streetcars has been reignited. But since the proposal for a new streetcar line was first put forward in 2007, little to no real progress has been made, as the project is tied up in thick bounds of red tape.
In 2007 a feasibility study showed that a 3.9 mile loop from The Banks, cutting through Downtown Cincinnati and up to Over-the-Rhine would be beneficial, and would pay for itself in years to come through increased economic activity and housing development. The new streetcar line, then, is seen as a way to encourage redevelopment in the city.
Over-the-Rhine, especially, is in a sorry state of neglect. In 2007 Cincinnati news media reported that the National Trust for Historic Preservation had listed the suburb as one of the most endangered places in the world, the trust contended that high crime, patterns of demolition due to health and safety concerns and a reluctance on the part of developers to invest in the area had made Over-the-Rhine a spiraling breeding ground for crime, squatters and drug addiction.
That was then, today crime has decreased and young professionals are moving into the area in increasing numbers as some redevelopment initiatives take off. Especially important is the restoration of the historical building in Over-the-Rhine, which can help bring tourists to the city.
Over-the-Rhine, for years now, has held Cincinnati and the wider areas around the city, back in terms of economic development. The area has been a platform from which nefarious activities that endanger the entire city can take place.
An upward trajectory has, since 2004, become apparent though, and the investment in a streetcar line that goes through the neighborhood would act as a further catalyst for redevelopment, with stops nearby many buildings that could be taken over by businesses and residential apartments. In addition, large open parking lots, which are currently havens for crime, could be redeveloped.
The feasibility study suggested that a total of $51 million in extra taxes through property development and business activities would be generated for the city council if they went ahead with the construction of the new streetcar line.
It’s good for Cincinnati then, this has never been in question. So why, after nearly three years, has no real progress been made?
This is partly because of the current recession, as well as bureaucracy. The construction of the one line (there are plans for further extensions but those are largely still pipe dreams until the first line is operational) would cost approximately $102 million. And although the mayor has made it clear to Cincinnati news providers that he is in full support of the project, the city council has been largely reluctant to put forward any of their own funding for the line, which has prevented the federal government from providing any finance.
A number of sources were to be used to raise the funds, but they were amended and scrapped and new sources of finance were then brought forward and discarded as bureaucracy had its usual way with things. According to Cincinnati news provider, the Cincinnati Enquirer, it was planned that $25 million would be raised through capital bonds, taxes would raise a further $25 million; $31 million would be gained through private contributors, partners and sponsors; $11 million from proceeds from the sale of the Blue Ash Airport; and $10 million from state grants.
However, reluctance on the part of private business has made things difficult and it now appears that $64 million will need to be raised through capital bonds, although the city council has consistently postponed a vote on that. $15 million has been received in state funds, and in a somewhat tepid response to federal government requirements, the city council recently agreed to initially contribute a whopping $2.5 million toward design and planning.
So, several years on from when the plan was first designed and seen to be beneficial to the city, Cincinnati remains in the mud, with the wheels spinning.
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Cincinnati’s streetcar named bureaucracy
Cincinnati once had a streetcar system that carried 100 million people each year, but it was scrapped in favor of the bus in the mid-twentieth century. Today, just 25 million people use the bus network in Cincinnati, which has led to a proposal for a new streetcar line, but red-tape is blocking the tracks.
Cincinnati, throughout the first half of the twentieth century, had over 200 miles of streetcar tracks and the system carried over 100 million people per year. By the 1950’s the system was deemed unfeasible and was dismantled, with the last streetcar being retired in 1951. Several decades later, the faith that everyone had in the efficiency and convenience of busses has proven unfounded. Read more
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