Have you noticed how much heavier traffic is even in non rush hour driving? It seems as though its much worse than just a few years ago, and in fact it is. There are seven times more cars on the road today than 15 years ago and the amount of time the average person spends in traffic has also increased seven fold.

The reason for the increase in traffic is not a mystery. The explosive growth of suburbs in the last thirty years has separated people from jobs, stores, entertainment, schools and hospitals. We require transportation, mostly autos, for nearly all the activities in our day.In addition, decades of economic growth have lead to a tremendous increase in truck traffic both on local streets and interstate highways. Our transportation infrastructure, designed for an earlier era, is stretched to capacity and beyond. The quality of the air we breathe has suffered and the cost of new infrastructure and services threatens to bring new or increased taxes.

Government at all levels has sought to respond. New highways, added lanes, road improvements, and installation of traffic systems management (including installation of the ARTEMIS system) help to move more traffic, but congestion remains. Major transportation construction projects are virtually impossible without major federal financing. Federal transportation and clean air legislation makes federal dollars available only to communities that develop and maintain a regional long-range transportation plan.

In response, 198 communities in the Greater Cincinnati area have worked together under guidance of the Ohio Kentucky Indiana Regional Council of Governments (OKI) to develop a long range vision for the region’s transportation system. OKI’s current Long Range Transportation Plan addresses needs created by projected growth and development through the year 2030.

The regional Long Range Transportation Plan for the year 2010 adopted by OKI in 1993 recommended that seven corridors be studied for ways to improve mobility and air quality with I-71 (Northeast) Corridor selected as the top priority for study. New rail, expanded bus, and highway improvements were supported as being best able to improve mobility, reduce congestion, and air quality.

Significant parts of the plan have been implemented by transportation agencies. A third lane is being added to I-71 north of I-275. Fort Washington Way has been redesigned and rebuilt in a remarkably short 36 months compared to a normal ten years for such a project. The result has been improved safety, congestion relief, and the reclaiming of 14 acres of precious Cincinnati waterfront land. Plans for light rail and expanded bus transit systems have been developed but not yet implemented.

OKI has emphasized that the corridor studies are components of an overall regional transit system. Quoting from a recent report: “’Linking our Communities’ is the theme of the regional transit system planned for Greater Cincinnati. The vision for this system consists of light rail spines in major travel corridors linked by an expanded bus system providing a network transit serving the entire metropolitan area. This regional transit system will:

• Strengthen the downtown core.

• Provide better access from the central city to emerging employment centers.

• Provide a higher level of mobility to people who depend on public transportation.

• Support ‘smart’ economic growth and redevelopment that maximizes utilization of existing
• infrastructure.

• Help attain and maintain air quality standards by reducing automobile related emissions.

• Provide a safe and reliable transportation alternative to an increasingly congested road
• system.”

Major transportation initiatives are undertaken through a process called a Major Investment Study (MIS). The MIS is a collaborative inter-agency process that identifies and evaluates multimodal (auto, bus, rail, bike/walk) transportation improvements along a predetermined corridor. Transportation alternatives are refined through a three-tier process:

I-71 Corridor

About 80 representatives of local and state government agencies; business, citizen (including LWVCA), and environmental groups formed a study committee, the I-71 Corridor Oversight Committee. The Committee received staff assistance from OKI and consultant teams to develop a locally preferred option for reducing traffic congestion and reducing air pollution in the corridor. Extension of a third lane of I-71 north of I-275 into Warren County, redesign and reconstruction of Fort Washington Way, and enhanced traffic system management were identified early as needs and were quickly implemented.

Longer term, the committee decided that light rail with improved bus service offered the best solution to traffic congestion and air quality requirements and would deliver significant economic benefits to the region. As part of the regional transit system the line would serve 12 % of the region's population and 28% of its employment. Included are linkage from the University of Cincinnati to downtown and a new and redesigned Brent Spence Bridge over the Ohio River into Kentucky.

An economic study conducted by a consultant and reviewed by UC and local industry experts concluded that benefits of a 19-mile I-71 light rail line exceeded costs by $787 million and that the project is financially feasible. The next step is to identify a local funding source for about 25% of the cost in order to qualify for state and federal funding for the balance. Responsibility for that step rests with SORTA (the Southwest Ohio Regional Transit Authority). The work of the I-71 Corridor Oversight Committee was completed in December 2001.

While surveys showed broad public support for light rail, residents of some of the affected communities apposed it out of concerns for safety, noise, and the disruption and physical division of their area. Many residents in the western part of Hamilton County have voiced opposition to having to help pay for rail transit that would not directly serve their needs. Local funding through tax levies is difficult without countywide support. Discussions continue regarding light rail in the I-71 and other transportation corridors.

Eastern Corridor

The Eastern Corridor Committee has developed a comprehensive plan for a system to serve the eastern side of the region through 2020. The plan calls for 10 new or extended bus routes, 4 new highways, 3 bike baths, a rail transit system, 7 wider highways, a busway, and 33 other improvements. Rail transit would consist of multiple self-propelled diesel units operating on existing rail lines and providing access from I-275 area to downtown Cincinnati and would link to the proposed I-71 light rail. This plan is undergoing a detailed design study. A recommended new bridge for a relocated SR 32 over the Little Miami State and National Scenic River has been challenged by citizen groups concerned with impacts on an environmentally diverse and sensitive area.

Central Area Loop

A study group examined the feasibility of a southeast light rail connection to Newport Kentucky and recommended further study of rail alternatives including a vintage trolley as part of the Regional Rail Plan.

North South (N/S) Transportation Initiative

The broad north south transportation corridor along I-75 that extends from north of Dayton through Cincinnati and the urban areas of Northern Kentucky face serious problems of congestion, deterioration and safety. I-75 is the region's most heavily traveled highway and North America's busiest trucking route. Some sections of I-75 in the Corridor carry an average daily traffic of 50,000 to 160,000 vehicles, reaching as much as 150% of design capacity. Without improvements, the Ohio Department of Transportation predicts that by 2020 many sections of I-75 will cease to function (Level of Service F, gridlock) during peak hours.

Nationally, I-75 connects businesses and communities throughout six states. Both rail and trucks carry enormous amounts of freight to and from Canada and Mexico. Rail freight in Ohio, Kentucky and Indiana replaces 12 million truck trips each year. Because of its importance, the corridor is receiving high priority attention from federal, state and local transportation agencies and the study is a collaboration between OKI and the Miami Valley Regional Planning Commission (serving the Dayton area). The study involves six counties, 14 townships and 31 cities and villages. The N/S study is addressing regional economic vitality, safety and congestion, freight congestion (both rail and highway), air quality, environmental justice, sprawl and farmland loss, and land use issues.

A very broad array of potential improvements has been taken through the first level (fatal flaw) screening. The surviving alternatives are being subjected to a more rigorous screening by consultants with the help of advisory committees. Alternatives being evaluated are of four types:

One of the alternatives under study would use Cincinnati's well-preserved subway tunnels and stations that were constructed eighty years ago. This system offers interesting options for connecting Mill Creek rail corridors with downtown Cincinnati and the considerable current value of the system (reportedly estimated at $250 million) might provide the local match for $500 million in federal funding.

METROMOVES UPDATE

Regional transit implementation will logically fall to the Southwest Ohio Regional Transit Authority (SORTA). Currently, SORTA’s operating arm, METRO, is City of Cincinnati-based and funded. Under the new plan, called MetroMoves, METRO would be transformed into a truly regional transit system that includes both bus and rail service. In developing the plan, SORTA and METRO met with over 180 community groups, local businesses, political and civic leaders.

The MetroMoves plan would change the current city-based “hub and spoke” service pattern to a grid of new services and facilities that provide easy access to suburban destinations and jobs, with routes operating east-west as well as north-south. Key features include:

The preliminary estimate of capital costs to build the infrastructure for the bus-based part of MetroMoves would be about $110-190 million, most of which would be sought from federal and state sources. Operating costs beyond Metro's current budget would be about $30 million per year.

Community reaction to the MetroMoves plan has been enthusiastic and the many comments, ideas and suggestions are being used to further refine the plan. Specific routes and hub locations are being identified, costs and revenue estimates refined, and a detailed timeline for implementation developed. Consultants are developing recommendations for:

Analysis and recommendations will be forwarded to the SORTA board in late March 2002 for a decision on whether to proceed with implementation and if so, how and when.

Metro is working with the City of Cincinnati to develop a transit plaza at Knowlton’s Corner and is developing an intermodal transportation center as part of Ft. Washington Way, scheduled for completion in early summer 2002. Extending west to east UNDER the new Second Street, the New Riverfront Transit Center will safely accommodate countless Metro and TANK buses, charter buses and school buses, bringing thousands of visitors to the newly redeveloped riverfront attractions, including the National Underground Railroad Freedom Center

In addition, and at the request of the community, Metro will add bike racks to all buses in 2002.

REGIONAL CONNECTIONS

Butler and Warren County are among the most rapidly growing counties in Ohio. Growth in residential and business/commercial areas has increased the demands on the transportation system, an auto-centered system. In addition, the cost of housing is beyond the reach of many low and moderate-income families. One consequence is a shortage of labor, especially low-skilled workers.

The Butler County Regional Transit Authority, BCRTA, runs fixed route services in Hamilton, and operates the Middletown Express, Fairfield Express, Employment Circulator, and a route that connects the Hamilton branch of Miami University to the main campus in Oxford, as well as a shared-ride service in the County. BCRTA also works cooperatively with Metro to provide two park & ride locations in West Chester and Fairfield from which express service operates to downtown Cincinnati operated by Metro. As a primary goal, BCRTA seeks to provide access to jobs for residents and labor for businesses.

In November 2001, a sales tax ballot issue to support new and expanded routes proposed by BCRTA was defeated. In December, Fairfield, Hamilton, Oxford, West Chester Township and Miami University pledged financial support to enable the transit authority to continue operations until the end of 2002 while long term funding is explored.

In December Butler County Commissioners voted to raise the sales tax for road projects and to attract technology businesses. The half-cent sales tax for 6 years would drop to a quarter-cent tax for the remaining 4 years of the levy, which would take affect in March 2002. However, a petition to overturn the sales tax hike has been circulated and if sufficient valid signatures have been obtained, the issue will be voted upon in May. Petitioners are concerned about the tax impact especially on fixed income residents and believe it should be voted upon.

A transportation plan for northwest Butler County, an area in and around Oxford, proposes several options to meet future transportation needs. With the one exception of a “no-build” option, 9 “build” options propose adding, widening or otherwise improving roads and intersections in that area of the County. No public transit provisions or bikeways are included.

Warren County operates limited demand-response service within the County called Warren County Transit. There are growing employment needs north of I-275 in the southern portions of the county along route 42 and the Fields-Ertel Road area. In mid-1990s, during reconstruction of I-71, Metro began bus service along I-71 to and from Warren County, funded by a federal construction grant. When construction ended, service was maintained through a cooperative funding arrangement with Metro and other pubic entities.

From 1997-2001, Warren County provided the funding for the weekday commuter component of the service from the Paramount's Kings Island area to jobs in downtown Cincinnati. Due to Warren County's current budget, the funding mix will change for the commuter service in 2002. Hamilton County, City of Mason and Deerfield Township provide the funding for the companion reverse-commute service, bringing workers from downtown to jobs in southwest Warren County.

Metro’s I-71 service is well used, with approximately 400 rider each weekday. During Paramount's Kings Island season, the reverse-commute service is often standing room only, and PKI pays for additional service transport both workers and the public.

Clermont County operates transit service for its residents.

Metro and the Transit Authority of Northern Kentucky (TANK) work cooperatively to coordinate schedules for buses connecting in downtown Cincinnati. The two transit systems have also forged an interlocal agreement that allows joint operation of future transit services, such as light rail, across state lines. The national trend is away from mergers and formation of larger systems and toward more effective use of current transit systems. METRO and TANK share a sales/information office downtown and have a joint transfer agreement in place to facilitate bi-state travel. Transfers occur in downtown Cincinnati where there is more dense population and high foot traffic. The health of transit systems depend on these factors for ridership.