A Streetcar Named Renewal: If We Build it, Will They Come?

Cincinnati is at a crossroads.

A whirlwind of development is creating a palpable buzz downtown.  Previously splintered groups have come to the table to draft a new civic blueprint and the recently proposed streetcar system is becoming the tie that binds these ragtag renovators together.   

“We are in an era of opportunity for the city,” says Meg Olberding, Assistant to the City Manager.  “We’ve invested in buildings.  We’ve invested in workforce…[but] we haven’t invested in a way to connect all the investments that have happened.” 

Many say the streetcar provides the missing link.

“What I love about the streetcar is that it brings so many community assets together,” says Myrita Craig, streetcar PR campaigner and Director of Membership for Enjoy the Arts.

But let’s face it: as nice as this sounds, Cincinnati doesn’t always get along with public projects. 

The well-worn story goes something like this:

A new master plan is unveiled with the best of intentions.  Then, like clockwork, budget problems surface, squabbling sets in, and the whole project grinds to a halt. 

Wash, rinse, repeat.  The cycle continues and a city can become jaded. 

But enough tear-in-our-beer pessimistic ranting.  It’s time to open up to new possibilities.

“It’s not like we’re talking about something that’s crazy,” says City Manager Milton Dohoney.  “We’re talking about something that will allow us to remain competitive.  And that’s why I’m for it.”

He’s got a point.  Here’s why:

Today the streetcar is taking urban America by storm.  There are 46 cities cashing in on the streetcar craze, making it “not a competitive advantage, but a competitive necessity,” Olberding says.  Streetcar supporters who understand this dilemma have been amping up their rallying cry. 

A public streetcar forum was held at the University of Cincinnati on June 10, followed by grassroots fundraising events – replete with hard hitting Q&A sessions and lots of elbow rubbing. 

The core agenda of these affairs has been to educate the public about what a streetcar is and isn’t.  One crucial point: despite misconceptions, a streetcar is not just another form of transit, connecting hot spots, nor is it a mere joy ride.  It’s a bit of both; a one-two punch.

The streetcar “more revolves around economic development, than it does around transit,” says Andrew Chirch, Downtown Residence Council member and Chief Financial Officer of Prus Construction.  “It’s essentially a moving sidewalk…a pleasurable experience…it extends the walkable distance by a couple of blocks.  It absolutely will attract more people downtown.”

He continues, “In every city that’s done this…developers start buying up the properties for about two blocks on each side of the line.”

Dohoney agrees.  “Streetcars help to stimulate development because it will be operating 18 hours a day, seven days a week, 365 days a year” in under developed areas.  “That means more jobs, more investment and helping to stabilize several of our neighborhoods.” 

Another misconception: streetcars are glorified taxis, or buses.  Why fix it if it ain’t broke?

Chirch has this to say, “A bus line is merely “red paint on a telephone pole, or a little aluminum sign.  When you put down streetcar rails, you’re actually making a commitment… something psychological happens.” 

Experience shows that once this psychological switch is flipped, the streetcar draws people and development like a magnet. 

Streetcars are powered by electric, via thin, overhead lines.  They run on tracks installed in the streets, and flow with traffic in special lanes.  As opposed to the nostalgic trolley look, Cincinnati is opting for a clean modern style. 

“They’re not ugly monstrosities, or big heavy industrial looking things” Chirch assures.

And perhaps the biggest misconception: all money for this must come from the city, for which we shall pay dearly.

In fact, City officials and grassroots fundraisers are busy courting private, state and federal donors to help foot the bill.  The city has committed  $60 million from its coffers, but has decided against instituting a sales tax. 

No sugarcoating: the downtown circulator loop, connecting the riverfront to Over-the-Rhine, will ring in at $132 million, and the uptown link will bring the total price tag up to $182 million.

To put this in perspective, Dohoney says, “we invested $40 million-plus in the Convention Center, $40 million-plus in Fountain Square…[and] we’re talking about a $600-800 million dollar development on the waterfront.”

Ultimately, it’s a long-term investment.  With studies projecting a gain of $14 for every $1 put in, a pot of gold could be waiting on the other side. 

If this sounds unrealistic, other cities who have laid down tracks already are reaping rewards to the tune of 14:1.

For estimated running costs, look to Portland, a city close in size to Cincinnati, who spent a mere $180,000 to keep their line running all of last year. 

Cincinnati invited representatives from Portland, Seattle, Charlotte and Little Rock – all streetcar cities – to speak at the June 10 public forum.

According to the delegates, when their respective projects were launched, there were plenty of skeptics. 

However, once their systems were “built and ready, that criticism either went away…or, in several cases, the strongest critics became the most vocal supporters,” Chirch says.

On a tour along Cincinnati’s proposed streetcar route, Craig says the four delegates were enthusiastic about downtown’s untapped potential. 

In Over-the-Rhine, Cincinnati’s diamond in the rough par excellence, the streetcar has become the locus of cooperation for development groups who were previously at odds.

“The streetcar has come out to be the number one issue that we all can agree is going to be a critical component to the future growth of this neighborhood,” says Brian Tiffany, President of the Over-the-Rhine Chamber of Commerce.

Some of these groups have formed what’s been dubbed the Over-the-Rhine Alliance.   Together, they are writing a letter of support for the streetcar.

“We fully understand that it’s critical to connect downtown with uptown,” Tiffany says.  “Everyone else needs to understand that Over-the-Rhine is that connector.”

However, in the grander scheme of things the streetcar is about much more than making Cincinnati convenient and connected.  It’s also about understanding streetcars make a neighborhood hip.   

Numerous studies “show that young professionals who become tomorrow’s CEOs…are choosing place over job,” Olberding says.  “Streetcars help create the vibe that attracts them.”

In order to maintain its competitive edge, Cincinnati needs to woo this footloose urban class. 

In our shrinking global village, the playing field keeps getting smaller.  Competition is fierce.  We must summon our mojo, think big and capitalize on our strengths.

Cincinnati has a fascinating history, is bursting at the seams with art and culture and is home to numerous global giants in business and industry. It’s time to stop taking these things for granted.  “The old skeleton of Cincinnati is sustainable,” Chirch says.  “It’s all about creative use of what’s already here.”

“It used to be that Cincinnatians dreamt big,” he continues.  “Cincinnati used to compare itself to London, to Paris, to Vienna…[But] somehow in the last twenty to thirty years, we started comparing ourselves to Indianapolis, and Lexington, and Pittsburgh…If we frame this conversation in terms of where we fit relative to other cities our size, we’ve already lost.”

But not if we frame this conversation in larger terms.  From this perspective, Cincinnati’s still very much in the race. 

And while a streetcar system may not be the panacea for all of Cincinnati’s ills, it can at least connect the dots. 

Let’s start talking.