Organizations and Individuals Involved in Transportation Planning
Transportation Authorities and Our Metropolitan Planning Organization
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OKI: The Ohio-Kentucky-Indiana Regional Council of Governments (OKI) is a coalition of regional and city governments, businesses, organizations, and groups whose goal it is to develop strategies together that will improve the quality of life and economic vitality of the Tri-State area (OKI n.d.). Overall, the group represents eight counties, covering almost two hundred jurisdictions (OKI n.d.). OKI is also the region's Metropolitan Planning Organization (MPO), meaning that the most large-scale transportation planning in the region happens through OKI. Similarly, most implemented transportation projects draw at least some of their funding from OKI; for example: Cincinnati's streetcar received a $4 million Congestion Mitigation and Air Quality (CMAQ) grant which was administered by OKI to assist with building its streetcar (City of Cincinnati n.d.). On average, OKI manages about $40 million in federal funding for local projects annually (OKI n.d.). OKI would help garner grants for studies and funds for any rail transit system built in the Tri-State.
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SORTA: The Southwest Ohio Regional Transit Authority (SORTA) is the government entity that operates Cincinnati's Metro bus service. Although OKI was one of the region's earliest proponents of light rail, creating feasibility studies for the region that date all the way back to the 1970s, it was SORTA which spearheaded the failed MetroMoves plan from 2000-2002 (Monk and May 2001). Initially, the MetroMoves plan only addressed improving the Metro bus system, but plans for the implementation of streetcar and light rail systems were added as the plan developed, and the project's budget ballooned from about $100 million for bus improvements to over $4 billion, of which Hamilton County would have had to pick up $2.6 billion (Pilcher 2002a). The MetroMoves tax levy failed for a variety of reasons, but one of the key reasons was that a political interest group (Coalition Opposed to Additional Spending and Taxes, or COAST) accused SORTA of using public money to illegally promote their ballot issue; SORTA countered the accusation by asserting that education and public outreach about transit options is inherently part of a transit authority's job (Pilcher 2002b). Also, two new stadium tax levies had just passed, which hurt the chances of another large levy going through. Any attempt at creating regional rail transit would require the participation of SORTA. SORTA will also be operating the Cincinnati streetcar, which could interface with a Northern Kentucky system operated by TANK.
TANK: The Transit Authority of Northern Kentucky (TANK) has provided public transit service for Northern Kentucky since 1973, when previously private bus services were bought by the new public transit authority with funds procured from a general obligation bond approved via a voter referendum (TANK n.d. b). TANK is an entity that would most likely operate any commuter rail service built in Northern Kentucky. Currently TANK covers Boone, Campbell, and Kenton Counties and, in 2009, TANK carried about 3.7 million people to destinations throughout the Cincinnati Metro area (TANK n.d. a).
Other Local Transit Authorities: Although TANK and SORTA are the dominant public transit authorities in the Tri-State area, the region also has a few other county-level authorities. This includes the Butler County Regional Transit Authority (BCRTA) and the Clermont Transportation Connection (CTC). The BCRTA offers five bus routes and extensive transportation coverage for Miami University; some of its routes are managed in collaboration with SORTA (BCRTA 2014). The CTC offers three bus routes in Clermont County and a Dial-A-Ride Service (CTC 2014).
TANK: The Transit Authority of Northern Kentucky (TANK) has provided public transit service for Northern Kentucky since 1973, when previously private bus services were bought by the new public transit authority with funds procured from a general obligation bond approved via a voter referendum (TANK n.d. b). TANK is an entity that would most likely operate any commuter rail service built in Northern Kentucky. Currently TANK covers Boone, Campbell, and Kenton Counties and, in 2009, TANK carried about 3.7 million people to destinations throughout the Cincinnati Metro area (TANK n.d. a).
Other Local Transit Authorities: Although TANK and SORTA are the dominant public transit authorities in the Tri-State area, the region also has a few other county-level authorities. This includes the Butler County Regional Transit Authority (BCRTA) and the Clermont Transportation Connection (CTC). The BCRTA offers five bus routes and extensive transportation coverage for Miami University; some of its routes are managed in collaboration with SORTA (BCRTA 2014). The CTC offers three bus routes in Clermont County and a Dial-A-Ride Service (CTC 2014).
Other Government Entities and Politicians
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City of Cincinnati: Since the Cincinnati streetcar was planned to be built wholly within Cincinnati, and involved a significant commitment of funds by the City, it was ultimately City Council which committed public funds to research and build the project. John Cranley and much of the recently elected City Council ran on a strong anti-rail platform and, although they have ultimately proceeded with construction of the downtown loop, are unlikely to champion the system's prospective Uptown connector line, much less regional light rail. Instead, Cranley has stated that he intends to move forward with programs which will improve the city's bus and bicycle infrastructure (Wetterich 2014).
The Counties (Boone, Campbell, Hamilton, and Kenton): The role of counties in planning regional public transit is somewhat limited. This relates to the fact that the two transportation authorities, SORTA and TANK, and the region's MPO, OKI, have in-house planners that specialize in addressing these types of problems. Kenton County in particular also relies heavily on the Northern Kentucky Area Planning Commission (NKAPC) for much of its planning needs. Most of the counties' experience with transportation planning is limited to planning for and maintaining road infrastructure. Still, counties can be major funders of public transit projects; for example, Hamilton County would have picked up $2.6 billion of the approximately $4 billion MetroMoves project, had it been built (Pilcher 2002a).
NKAPC: The Northern Kentucky Area Planning Commission (NKAPC) provides services to the Northern Kentucky region, mainly Kenton County, in the areas of planning and zoning, building code management, and engineering and geographic information system (GIS) analyses for projects. The Planning and Zoning staff is responsible for plans and studies that help to provide a guide for the continued growth of its communities -- which would include transportation planning for public rail transit infrastructure.
John Kasich: The Governor of Ohio has a reputation for being anti-rail transit. He pulled $52 million in federal funding for the Cincinnati Streetcar, resulting in the Uptown portion of the plan being excluded from the project (Osborne 2011). Also, Kasich nixed the approximately $400 million 3C Commuter light rail plan that President Obama had earmarked for Ohio which the previous Governor, Ted Strickland, had accepted (Koff 2010). The high-speed commuter rail line would have served Cincinnati, Dayton, Columbus, and Cleveland and could have connected with other commuter rail systems throughout the Mid-West; potentially building a larger, national network (Koff 2010).
Steve Beshear: Because most of Kentucky is fairly low density, efforts at public rail transit have been limited. One possible application of rail is a commuter line running from Atlanta, passing through Nashville and Louisville, en route to Chicago; a $250,000 study was commissioned in 2010 looking at just such a possibility, but not a lot came out of it (Brammer 2010). Another possible application of passenger rail is for Kentucky's 'golden triangle,' which could connect its three largest and most economically dynamic centers: Lexington, Louisville and Northern Kentucky / Cincinnati. He will be in office until 2016, when he will have to vacate the position because of term limits.
The Counties (Boone, Campbell, Hamilton, and Kenton): The role of counties in planning regional public transit is somewhat limited. This relates to the fact that the two transportation authorities, SORTA and TANK, and the region's MPO, OKI, have in-house planners that specialize in addressing these types of problems. Kenton County in particular also relies heavily on the Northern Kentucky Area Planning Commission (NKAPC) for much of its planning needs. Most of the counties' experience with transportation planning is limited to planning for and maintaining road infrastructure. Still, counties can be major funders of public transit projects; for example, Hamilton County would have picked up $2.6 billion of the approximately $4 billion MetroMoves project, had it been built (Pilcher 2002a).
NKAPC: The Northern Kentucky Area Planning Commission (NKAPC) provides services to the Northern Kentucky region, mainly Kenton County, in the areas of planning and zoning, building code management, and engineering and geographic information system (GIS) analyses for projects. The Planning and Zoning staff is responsible for plans and studies that help to provide a guide for the continued growth of its communities -- which would include transportation planning for public rail transit infrastructure.
John Kasich: The Governor of Ohio has a reputation for being anti-rail transit. He pulled $52 million in federal funding for the Cincinnati Streetcar, resulting in the Uptown portion of the plan being excluded from the project (Osborne 2011). Also, Kasich nixed the approximately $400 million 3C Commuter light rail plan that President Obama had earmarked for Ohio which the previous Governor, Ted Strickland, had accepted (Koff 2010). The high-speed commuter rail line would have served Cincinnati, Dayton, Columbus, and Cleveland and could have connected with other commuter rail systems throughout the Mid-West; potentially building a larger, national network (Koff 2010).
Steve Beshear: Because most of Kentucky is fairly low density, efforts at public rail transit have been limited. One possible application of rail is a commuter line running from Atlanta, passing through Nashville and Louisville, en route to Chicago; a $250,000 study was commissioned in 2010 looking at just such a possibility, but not a lot came out of it (Brammer 2010). Another possible application of passenger rail is for Kentucky's 'golden triangle,' which could connect its three largest and most economically dynamic centers: Lexington, Louisville and Northern Kentucky / Cincinnati. He will be in office until 2016, when he will have to vacate the position because of term limits.
Interest Groups and Non-Profits
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Southbank Partners Inc.: Southbank
Partners Inc. is a community organization of Northern Kentucky’s
river cities: Bellevue, Covington, Dayton, Fort Thomas, Ludlow, and
Newport. Its general purpose is to promote economic and community
development within this area. The group also aims to provide a forum
for local community leaders, with an eye towards creating consensus on
important local issues to assist with clarifying priorities for their
communities and for grant providers and funders (specifically: the state
and federal government); this is important since there are so many
jurisdictions in the area Southbank Partners work in (Southbank Partners
n.d.). If rail transit were to gain traction as a concept for
Northern Kentucky, Southbank Partners would be an important group to
lobby and appeal to.
Believe in Cincinnati: Believe in Cincinnati is a new pro-streetcar organization which was founded in late 2013 in reaction to Mayor Cranley's intention to cancel the Cincinnati streetcar project. Having accomplished its initial goal, the group has plans to continue to continue its advocacy work in Cincinnati in 2014 (Believe in Cincinnati 2014).
Coalition Opposed to Additional Spending and Taxes (COAST): COAST is a limited government group that is opposes new taxes and government spending, which the organization views as wasteful. The group is anti-rail and, in coordination with the NAACP, led several efforts to stop the Cincinnati streetcar project (Osborne 2009). They would likely also oppose future efforts at regional rail transit. Through its strong conservative ties and Tea Party connections, COAST was able to make it's voice heard, influencing local elections, and especially ballot issues relating to property tax funding for schools, through the group's media presence and advertising. ; nevertheless, the group's influence may be on the decline moving forward (Osborne 2009).
Believe in Cincinnati: Believe in Cincinnati is a new pro-streetcar organization which was founded in late 2013 in reaction to Mayor Cranley's intention to cancel the Cincinnati streetcar project. Having accomplished its initial goal, the group has plans to continue to continue its advocacy work in Cincinnati in 2014 (Believe in Cincinnati 2014).
Coalition Opposed to Additional Spending and Taxes (COAST): COAST is a limited government group that is opposes new taxes and government spending, which the organization views as wasteful. The group is anti-rail and, in coordination with the NAACP, led several efforts to stop the Cincinnati streetcar project (Osborne 2009). They would likely also oppose future efforts at regional rail transit. Through its strong conservative ties and Tea Party connections, COAST was able to make it's voice heard, influencing local elections, and especially ballot issues relating to property tax funding for schools, through the group's media presence and advertising. ; nevertheless, the group's influence may be on the decline moving forward (Osborne 2009).
Media Groups
The Cincinnati Enquirer: Cincinnati's main source of print news and a popular source for local information online. The organization has been said to have a conservative opinion and outlook on local issues; for example, during the last set of local elections, the paper endorsed John Cranley, who ran on a firmly anti-streetcar platform and it has been asserted that the Enquirer has played on the negative aspects of the streetcar project (Cross 2013). Based on this, the Enquirer would likely also take a critical perspective on future regional expansion in public rail transit.