Oxford19

Tri-C is already served by all the rail lines. E 34/Campus.

It may make parking downtown and using it for special occasions acceptable for a Reds or Bengals game but comparing any transit stops with having a parking space in front of every destination is ridiculous. There is a transit method that does have a single-seat ride to every destination: it's called Uber.

Comparing Philly transit and its volume to Cincy's transit system? Please. Reading this thread as instructed only shows a lot of drama and conspiracy theories about a short streetcar line that hasn't lived up to nearly being close to expectations. Lots of excuse making though as to why the streetcar isn't working.

Then close the thread if there are unwritten rules about what can or can't be discussed. I see though that my ignorance has created another discussion though...hmm.

I see there's quite the drama about a very limited one-way streetcar. Kinda funny. Thanks for the discussion. I get it, too many questions, too much discussion, too much touchiness. My apology for being a pest and getting you triggered. If it's 768 pages, what's left to discuss, right? It's a 2019 version of a a downtown ''people mover''. Case closed.

Light-rail or commuter rail riders want for the most part a stop for their destination so having a light rail in a city like Cincy to bring commuters downtown only to have them transfer to another ''circulator'' line doesn't make sense. The big cities can get away with the transfer thing though. I see then, the Streetcar is designed for special use generally. Bottom line is though: the streetcar is there so make the best of it.

Then what's the point of having a streetcar in 2019? Also I was responding to the post that stated that more people moving into OTR and CBD will save the streetcar. If the streetcar is just to shuttle people from The Banks to OTR, then there's no surprise that the ridership is lackluster. If it's not for ''commuting'', then who came up with 3,000 riders/day opting to go to lunch at Findley Market or OTR?

Yeah, but OTR is a limited area to use against the broader sprawl going on. So what was the point then of building a new rail streetcar in OTR if its use is expected to decline? Do the new gentrifiers drive from OTR to a Reds game or even to work in the CBD? Therein then is the issue: more people with $ moving in with cars they will use instead of the streetcar. Doesn't make sense then to provide new and expensive transit lines for these areas. I know Cleveland is starting to develop lots of residential housing around some of its Red Line train stations yet how many of these new residents work along or have easy access to work from the Red Line? Jobs along or adjacent to the Red Line will increase ridership. You also state another stigma about public transit: it's for poor people who can't afford cars. How do you get everyone on transit again?

Yes, potential riders. Transit systems need daily commuters complemented by occasional riders. Residential growth in CBDs doesn't always mean growth in transit use; people live in the CBD and if they work there, they're walkers or if they work outside the CBD, they're drivers. Same with OTR: residential growth but how many actually work in the CBD? They may work outside the CBD and will use the streetcar for a Saturday Reds game. Not sure where the 3,000 riders/day estimate came from but boy it sure looks like a lot of drama about this streetcar in Cincy. Cities need major job growth on transit lines but the issue with the Cincy Streetcar is its confined, narrow, and limited service area which, so far, is preventing it from being a commuter transit line.

All true. However, the biggest culprit is urban sprawl: people and jobs out of the city and, in many cases, out of the central county.

25 floors though isn't really all that ''height''.

But Columbus is the ''boomiest'' town in the midwest; what gives on this project? Surprised it isn't up and open by now. Just reviewing this thread from the start, that initial design is horrible so maybe it's a good thing at least that version wasn't built.

The Millennial name is a bit dated in 2019.

Isn't the Cincy streetcar a $1.00 to ride? Sounds like the ''free rider'' option may work there as well, especially if, as you say, the headways are longer in Tampa. Unless these new streetcars have completely dedicated rail lanes with proper signaling, what's the point of building these in 2019?

Right, it's a challenge for many transit systems today as ridership is declining generally. If it's not convenient or worth the ''hassle'', potential riders are using other options. It looks like, besides the 12-15 minute waits, ridership was supposed to be 3,000. Is ridership of 850/per day in February due to CBD slowdown the reason why it's so far off? I bet during the Reds season, ridership is higher despite the CBD slowdown because demand is higher. So, it goes back to the general demand for this system. You may have a use for the streetcar but you don't always want to use it.

Still, even if it is slow at times in the CBD, riders, if they really had use for the streetcar would still use it in higher numbers. High demand would still exist even if it slows while in the CBD. A bus gets stuck at red lights but the streetcar has its own track.

It is? Where?

That looks like the north stretch of Euclid Avenue between 925 and Statler...the JH Brown redevelopment strip; first look I thought it was Euclid Avenue. Downtown needs, and will see, the national chains like H&M come in. Urban Targets are great and offer groceries, the prices of which can't be beat, not great news for a Heinen's, but with continued population growth, there could be room for all. It would be nice to see initial retailers coming in on Euclid between E 9-PHS.

Being in its 3rd year of service, one has to wonder, politics aside and all that, why this thing hasn't caught-on. I haven't been to Cincy since this streetcar opened but at this point, it's a lack of demand issue. With daily ridership projections of 3,000 and seeing, for example, about 850/per day in February, it's simply a lack of demand. If it's turns and the one-way nature of the system, what were the planners thinking? It does sound like a confusing hassle then for visitors to the city, but where are the locals?

"Urban Targets'' are great.

Gotta wonder why Aer Lingus would have ''welcome'' to Cleveland billboards if service wasn't coming to Hopkins. Cleveland having a huge and deeply rooted Irish community doesn't hurt either.

That makes more sense. So then it's pedestrian only on W 2nd Street between Prospect and Huron...sounds like a great idea. Hopefully, steet signage for CLE's Rapid Transit System will be a part of any redo in this area. No one visiting downtown, except if they saw the Flats Waterfront Line, would know Cleveland had a rapid transit system.

As if LeBron's move to superstar city LA is reaping dividends for the Lakers. This Ric Bucher is a Cincinnati native? well that explains it...yet in the end it wasn't Cleveland, it is LeBron.

It was a ''no man's land'' and is downtown. This area will eventually be an integrated part of downtown that people will work and live. The Knez townhomes project isn't designed to bring this area into scale. It's a piecemeal project yet is only one component of development in this area with tons of potential; the potential is happening. Times have changed if new townhome developments in downtown CLE are creating controversy. Downtown needs town-homes; everything can't be a high-rise. That said, would I want to live in a town home fronting Superior Avenue? No.

The potential all the way out to E 55th Street...certainly to the Innerbelt at least initially. Tons of potential business (jobs) and residential development. Makes sense though given that development is heading north of Playhouse Square.