Mayor-elect John Cranley invited reporters to his home in Mt. Lookout on Wednesday to discuss his plan and priorities for his first term as mayor of Cincinnati.
Cranley claims the invitation to his house represents the kind of accessible, transparent leadership he’ll take up when he begins his term on Dec. 1.
Speaking on his immediate priorities, Cranley says he already contacted the nine newly elected council members and intends to build more collaboration with all sides of the aisle, which will include a mix of five Democrats, two Republicans, one Charterite and one Independent starting in December.
One of Cranley’s top priorities is to cancel the $133 million streetcar project, which Cranley and six newly elected council members oppose. He also argues that the city should stop spending on ongoing construction for the project.
“Seriously, look at who got elected yesterday. At some point, this is a democracy. We shouldn’t be agitating voters like this,” Cranley says. “Let’s not keep spending money when it looks like the clear majority and the clear mandate of yesterday’s election was going in a different direction.”
But in response to recent reports that canceling the streetcar project could carry its own set of unknown costs, he says he will weigh the costs and benefits before making a final decision. If the cost of cancellation is too high, Cranley acknowledges he would pull back his opposition to the project.
Canceling the streetcar project would also require an ordinance from City Council.
Mike Moroski, who on Tuesday lost in his bid for a council seat, already announced on Twitter
that he’s gathering petition signatures for a referendum to prevent the project’s cancellation.
Cranley promises he won’t stop a referendum effort by
placing an emergency clause on an ordinance that cancels the project, but he expressed doubt that a referendum would succeed.
On the current city administration’s plan to lease the city’s parking meters, lots and garages to the Greater Cincinnati Port Authority, Cranley says he will work with fellow lawyers David Mann and Kevin Flynn, both of who won seats for council on Tuesday, to find a way to cancel the deal.
But that could prove tricky with the lease agreement already signed by the city and Port Authority, especially as the Port works to sell bonds — perhaps before Cranley takes office — to finance the deal and the $85 million payment the city will receive as a result.
Cranley also promises to make various development projects his top priority, particularly the interchange for Interstate 71 and Martin Luther King Drive. He says he will lobby White House officials to re-appropriate nearly $45 million in federal grant money for the streetcar project to the interchange project, even though the U.S. Department of Transportation told the city in a June 19 letter that it would take back nearly $41 million of its grant money if the streetcar project were canceled.
Cranley vows he will also work with local businesses to leverage public and private dollars to spur investment in Cincinnati’s neighborhoods — similar to what the city did with Over-the-Rhine and downtown by working with 3CDC (Cincinnati Center City Development Corporation).
“We want to have some big early wins,” Cranley says. “We want to get moving within a year on the Wasson Way bike trail, see significant progress at the old Swifton Commons and see Westwood Square developed.”
He adds, “And we intend to reverse the one-trash-can policy, which I think is a horrible policy. … There have been several stories about illegal dumping that have resulted from that.”
Cincinnati’s pension system and its $862-million-plus unfunded liability also remain a top concern for city officials. Cranley says he will tap Councilman Chris Smitherman to help bring costs in line, but no specifics on a plan were given.
The MLK/I-71 Interchange project is supposed to be funded through the city’s parking plan, but mayoral candidate John Cranley, who opposes the parking plan and streetcar, says the city should instead use federal funding that was originally intended for the streetcar project.
Between 2010 and 2011, the streetcar project was awarded about $40 million in federal grants — nearly $25 million through
the Urban Circulator Grant, $4 million through the Congestion Mitigation
and Air Quality (CMAQ) Grant and nearly $11 million through TIGER 3.
The grants are highly competitive and allocated to certain
projects. In the case of Cincinnati, the grants were specifically
awarded to the streetcar after it was thoroughly vetted as a transit, not highway, project.
The Department of Transportation (DOT) website explains why the Urban Circulator Grant is only meant for transit projects like the streetcar: “Urban circulator systems such as streetcars and rubber-tire trolley lines provide a transportation option that connects urban destinations and foster the redevelopment of urban spaces into walkable mixed-use, high-density environments.”
The CMAQ Grant’s main goal is to fund projects that curtail congestion and pollution, with an emphasis on transit projects, according to the Federal Highway Administration. The website explains, “Eligible activities include transit improvements, travel demand management strategies, traffic flow improvements and public fleet conversions to cleaner fuels, among others.”
The DOT website says TIGER 3 money could go to a highway project, but one of the program’s goals is promoting “livability,” which is defined as, “Fostering livable communities through place-based policies and investments that increase transportation choices and access to transportation services for people in communities across the United States.” TIGER 3 is also described as highly competitive by the DOT, so only a few programs get a chance at the money.When asked about the grants’ limitations, Cranley said, “I believe … the speaker of the house, the senator, the congressman, the governor and the mayor could petition and get that changed. Just because that may have been the way they set the grants in the first place doesn’t mean they can’t change it.”
The parking plan would lease Cincinnati’s parking assets to the Port of Greater Cincinnati Development Authority and allocate a portion of the raised funds — $20 million — to the MLK/I-71 Interchange project, but the plan is currently being held up by a lawsuit seeking to enable a referendum.
The streetcar is one of the few issues in which Cranley and Vice Mayor Roxanne Qualls, a streetcar supporter who is also running for mayor, are in stark contrast (“Back on the Ballot,” issue of Jan. 23).
Cranley’s opponents recently accused him of originally supporting the streetcar when he was a council member through two 2008 City Council motions, but Cranley says those motions, which he co-sponsored, only asked the city administration to study the merits of a streetcar plan, not approve of it. Cranley voted no on the first streetcar resolution in October 2007 and the motion to actually build the streetcar in April 2008.
“I’ve never said that I’m against the (streetcar) concept in all circumstances,” Cranley says. “I wanted to know if there was a way that they could pay for it in a way that wouldn’t take away from what I thought were more important priorities.”
Mayor Mark Mallory is working to thwart an effort by Cincinnati’s own U.S. Rep. Steve Chabot (R-OH) to prevent federal funding from being used to construct a streetcar in the city. Chabot offered an amendment on June 27 to the 2013 Transportation and Housing Urban Development spending bill that would bar federal transportation money from being used to design, construct or operate a “fixed guideway” project in Cincinnati.
Mallory called Chabot’s move “nothing but a political stunt.” Mallory today said in a press release that he is reaching out to legislative leaders in both the U.S. House and Senate to remove the amendment. Mallory said he’s also making calls to the White House.
“Steve Chabot seems determined to stop progress in Cincinnati,” Mallory said in the release. “He seems determined to make sure that other parts of the country thrive, while Cincinnati is left in the past. That is not the kind of leadership that we need in Washington, D.C..”
The city has procured a $25 million federal Urban Circulator Grant. That funding would not be jeopardized, as the Chabot amendment would only apply to federal funding for fiscal year 2013.
The U.S. House approved the amendment on a voice vote. To become law, it would have to be passed by the Senate and signed by the president.
“Far from a necessity, the Cincinnati streetcar is a luxury project that our nation and our region simply cannot afford,” Chabot said during testimony on the House floor.
Some opponents of the amendment worry that it could prevent funding for other transportation as well.
According to the U.S. Department of Transportation, fixed guideway refers to any transit service that uses exclusive or controlled rights-of-way. That means the ban on federal funding to those modes of transportation could apply to ferryboats, designated bus or carpool lanes and aerial tramways in addition to streetcars.
Chabot’s office did not respond to a request for comment on Tuesday. (Andy Brownfield)
For better or worse, Cincinnati will have
to deal with
another major election cycle in 2013. With a few hot-button issues
already grabbing the public spotlight, a lot could be at stake when
voters pull the lever on Nov. 5 — making a proper understanding of the
candidates all the more important.
Most people get to know candidates through fragments of information spread out in multiple stories and media outlets, but a comprehensive question-and-answer format provides candidates with a chance to speak on their own terms. CityBeat already did a one-on-one with Democratic mayoral candidate John Cranley, which can be read here.
Next up, CityBeat sat down with Vice Mayor Roxanne Qualls, another Democrat who is running for mayor, to discuss her campaign and what ideas she’s bringing to the table. Qualls has been a strong advocate of the streetcar (“Back on the Ballot,” issue of Jan. 23) and parking plan (“Parking Stimulus,” issue of Feb. 27), and she says she wants to continue development in Downtown and Cincinnati’s neighborhoods to create sustainable growth. We asked her about those issues and more, and the extensive conversation (with some edits for clarity and brevity) can be read below.
CityBeat: How do you feel about the campaign in general so far?
Roxanne Qualls: I’m very excited about the campaign. You know, a mayor’s race is very different than a council race. A mayor’s race has many more components to it: higher fundraising goals and more intensive outreach. I’ve been very encouraged by the folks who are volunteering and those who are stepping up and making contributions. It’s still early, but I’ve been excited.
CB: What kind of support have you seen so far?
RQ: Support is good. A lot of neighborhood folks are coming forward, partly because of the work I’ve been doing with them on council to help them achieve their own visions for their communities and neighborhoods. And I’m also getting support from different groups of people who I’ve been working for a number of years on major projects that help move the city and also the neighborhoods forward.
CB: Before we get into parking and the streetcar, one of the resolutions passed by City Council yesterday asked Congress to pass comprehensive immigration reform. Do you think there’s anything the city could do to be more inviting to immigrants?
RQ: Even though it was a resolution and is therefore a symbolic act of the council, that symbolic act was very, very important to the members of the immigrant community in Cincinnati because many other communities are unwilling to say they even want immigrants.
My own personal and professional belief is that if we’re actually going to grow as a city and really thrive in the future in a sustainable way, we have to encourage immigrants to come into the city of Cincinnati. If you look around the country at cities that have increased their population significantly, they don’t do it relying on baby boomers moving back to the city and Gen Y-ers — those folks are important, but they’re not sufficient. You have to have immigrants come into your community, buy up homes, buy up stores and regenerate and rejuvenate the neighborhoods.
As a city that went from over 500,000 people to now under 300,000, we have to fill that gap. When I’m mayor, I will set a goal that by 2025 we will increase our population by 100,000 people. We’re only going to do that with immigrants.
CB: So what kind of programs do you think would help in that area?
RQ: A couple things, but there are things already happening that many people are unaware of. For example, if you were to go to Roberts Paideia at Price Hill, you would find 30 percent of the children there were not speaking English in their households before attending school. So a very strong Spanish-speaking community is growing up in Price Hill. First and foremost, having an educational system that recognizes and responds is very important.
The other thing is to be a very welcoming community, particularly when it comes to issues of safety and security. We’re very fortunate that District 3 has become very responsive, as is District 4, to immigrants. The entire police department is sensitive, but we have a very high concentration of folks who are Latinos in District 3 — that’s why I focused on District 3 as very critical in terms of the response.
The third thing that we need to do is work with organizations like the Hispanic Chamber of Commerce and Chinese Chamber of Commerce to really strengthen business relations and the support that’s necessary for many of the small businesses that provide opportunities and employment within those communities. As the city develops its small business program, we need to pay attention to the fact that very small businesses — under $100,000, let’s say, in terms of annual volume — are those businesses that really are neighborhood-serving. They’re businesses we should be encouraging within the immigrant community.
CB: One of the surprising statistics with public safety is that a very small amount of the police force — 2 out of 981 — speaks Spanish. Do you think there’s anything we could do to encourage more Spanish speakers?
RQ: There’s an increasing recognition that it’s important for people who provide services to speak more than one language, so the police department can encourage its members to speak more than English.
But there are other things we can do in general, not just that would impact the police. I’ve been trying to do something as simple as multilingual signage.
The city could also aggressively promote simultaneous translation via its own website and the information it puts out. On my own personal website, one of the things that we use is the Google Translator. So anyone who wants to read anything on the website, all they have to do is press the Google Translator and have it translate to any language.
CB: The other thing that was covered in City Council yesterday was the parking plan. You supported it. What do you think it will do for the city?
RQ: There are a couple things it’s going to do. Simply on the level of parking, it’s going to provide the resources to modernize the system. For the garages, that means all the capital improvements that are necessary. For the meters, that’s everything everybody has heard about in terms of putting in electronic meters, allowing the use of smartphone apps, making it much more convenient for people and giving us the ability as technology evolves over time to adapt. For example, we shouldn’t assume that 30 years from now there will be such things as meters in existence. We need to be able to adapt in that environment. Already in other countries, you don’t have meters, but you do have sensors and you do have means of paying, but it doesn’t involve a physical object to do it with. It’s all oriented toward customer service and staying up with the times.
The second thing is it gives us the resources to invest in things like the MLK/I-71 Interchange, which everybody, I believe, at this point agrees is a major economic development investment and will pay off in significant job growth in the medical-university area of uptown.
It also allows us to invest in some critical pieces of downtown development that involve garages and residential development that will help us capture the market. I think if you read all the papers, everybody should realize that there’s no available product to meet the demand for downtown housing. Any time something comes into the market, it is either rented out or sold out. So we need to bring residential online at a much faster pace in Downtown.
And we get to increase our reserves, so that the rating agencies will be encouraged that we’re taking steps to ensure that we can responsibly manage our budget. And for the moment, for fiscal year 2014, it will help us reduce the deficit.
So there’s, one, modernization itself and, two, the ability to invest in opportunities over the long term that will grow our revenues and help us become more sustainable as a city.
CB: With the modernization part, do you think it’s necessary to make this deal because the city can’t otherwise afford to make improvements?
RQ: If you look at the money that comes into the current parking system and look at the needs of the parking system, the current parking system can’t support the level of investment required for modernization. By doing this lease agreement, those upgrades can occur.
CB: On the deficit-reduction side, how do you think the city will solve its structural deficit once the one-time money does run out?
RQ: In fiscal year 2014, obviously a portion of the money is there to help balance the budget. Other members of council and I feel very strongly that this, starting now, is the opportunity to bring the structural deficit under control. Between June 2013 and July 2014, we need to put in place a deficit reduction plan.
Now, the city manager has begun to talk about some of that, but that needs to be accelerated. Among the things that we need to do to make it a realistic possibility is we need to bring certain players to the table: the folks who represent our collective bargaining units, fire, police and AFSCME (American Federation of State, County and Municipal Employees). They have as much of an interest in figuring out how to deal with this issue as I do as an elected official, as the city manager does, as anybody does. So they really need to be at the table, talking — not in negotiations, but just talking — about how we’re going to begin to approach this in a way that ensures what we all want, which is a safe community that provides good quality jobs, great quality service and great quality of life.
The other people that can come to the table is the business community because they can bring their expertise, help and resources, but also the civic community and neighborhoods who are the ones who live and breathe the effects of anything that we do.
The other thing is that we already can begin to identify certain areas that we should be exploring. Something very simple, for example, is one of the major expense items is gas. We are buying new vehicles for the police department that are better for gas mileage, but we’re not doing that fast enough.
CB: Do you think any of the deficit reduction could involve attrition?
RQ: The bottom line for either police and fire is there are minimal service levels. For police, how many of the officers are actually available for the street? For the fire department, how do you make sure that the response time is within acceptable parameters and that the consequence of falling below a certain level isn’t such extensive brownouts that you end up endangering people’s lives?
My own personal feeling is there’s a lot of professional judgment that needs to be involved in this discussion and decision. I would be incredibly hesitant to fall below the minimum staffing levels without the support of Police Chief James Craig or Fire Chief Richard Braun.
CB: How do you feel about the controversy surrounding the emergency clause?
RQ: I think it’s nothing but a political controversy that’s generated for political gain and for political purposes. Council passes many of its ordinances with emergency clauses. In fact, the other candidate for mayor himself consistently voted for emergency clauses.
The emergency clause is necessary so that we can proceed to construct the budget for fiscal year 2014 by July.
CB: So you don’t think the referendum part of the emergency clause could be separated from the part that expedites the process?
RQ: No, because it is going to take until at least June to get everything in place. We would like to move as quickly as possible, so before we actually approve the budget by July 1, we actually have the money to balance it. If that doesn’t happen, the city manager will have to start sending out layoff notices. By law, we would be required to do that because we would not have that money in place.
CB: So not having the money would force Plan B or something like it?
RQ: Yes, a referendum would result in Plan B or something similar. Regardless of whether you want to call it Plan B or Plan Z, people should not be foolish enough to think that there would not be layoffs. You cannot balance a budget deficit of $25 million without personnel reductions.
CB: The other big item in the mayor’s race is the streetcar. I’ve talked to you about this in the past, and you said you will push through the next phase during your mayor’s term. How exactly do you envision that?
RQ: Currently, there are studies that are being undertaken that are looking for alternatives in streetcar circulation in the uptown area.
If we can connect the streetcar into uptown and have it circulate up there, you have it benefiting these institutions and immediately adjoining neighborhoods. One of the greatest pressures in very dense neighborhoods is that we want to take the pressure off of both the streets in terms of the volume of traffic and parking because parking garages are very expensive and consume a lot of land. We can create an environment in the uptown area that would have a great synergy that would result in the redevelopment of these neighborhoods. Once people get that as the vision, I think the streetcar, even for folks who will never use it, becomes more understandable.
CB: One of the recurring problems with the streetcar project has been delays. What would you do as mayor to have the streetcar ready in time for the 2015 Major League Baseball All-Star Game, which you previously said you would like?
RQ: I have said I want it ready in time for the 2015 All-Star Game, but that was before the three construction bids came in much higher than expected. The big issue immediately is how to get those costs under control. We have yet to hear from the administration; they’re still reviewing the bids and approaches to handling the cost issues.
As mayor, my approach to it would be to insist that the administration value engineer this project to ensure that for what is being invested, we are actually getting results that we want.
I am a firm supporter of the streetcar, but I also want people to be very clear that this is not an open checkbook. I don’t think anyone — supporter or opponent — has ever believed it’s an open checkbook. Within the budget that we have given, we should be able to build this system.
CB: What do you mean by value engineering?
RQ: Look at what the actual proposed design is. This is kind of standard in all major projects. You have all the designers and engineers who have put together the original designs for the system. Then what you do is have other eyes who are also experts sit down and start looking at it to ask if there are other things we can do to start saving money.
CB: Do you think the framework of the original bid process was off?
RQ: I think very strongly that it was probably off. We saw that reflected when over 80 contractors downloaded the bid documents and only three bids were received. That says something about those bid documents.
CB: A lot of the mayor’s race has focused on the streetcar and parking deal, but can you give a rundown of some other ideas you have for the city?
RQ: Absolutely. Well, we already talked about one (increasing the population of the city by 100,000). There are a variety of ways to do it — one of which is to be an opening, welcoming city to everybody, but particularly opening and welcoming to immigrants.
The second thing we need to do is look at the tax structure. Currently, there is a commission, which I helped establish, called Investing in the Future Commission, which is examining that and will be making recommendations on specific things that we can do to reward people for making the choice to live and work in the city. That’s very critical.
When looking at job creation, we know that we are very fortunate to have Children’s Hospital, the University of Cincinnati and all of the research coming out of the uptown area. We are very competitive as a region when it comes to patents, but we are laggards when it comes to commercialization of research. Given the institutions we’re blessed to have within city limits, we need to financially support the environments where commercialization can actually occur to make sure we are retaining startup businesses so that they don’t just start here, they stay here. Again, looking at the tax structure would encourage those startups to stay in a way we’re not doing right now.
When you’re looking at neighborhoods, redevelopment of neighborhoods is a critical piece of anybody’s agenda. The good news is we have a lot of good things happening, but neighborhoods need financial support. Part of the $92 million from the parking deal is to provide financial support to some neighborhoods. More importantly, there’s using the casino revenue to actually support transformative developments in neighborhoods. We’ve started to do that, but we have to expand.
Another area is a stronger partnership with the Cincinnati Public Schools (CPS) system. There are many people who like to criticize CPS, but the reality is they have some great-performing schools. We need to make sure that we capitalize on that relationship by working in partnership with CPS to ensure that community learning centers are in enough schools so that any young family with kids has access. Right now, there are about 600 families on the waiting list because there’s not enough room. That’s a specific thing we could be doing right now that would really encourage young families with children to stay in the city.
CB: That covers everything I had to ask. Is there anything you would like to add?
RQ: This election for mayor is about vision, leadership and results. It’s also about looking to the future and saying yes to the future. Lots of decisions will have to be made by the next mayor that will be tough decisions, will require resources and will require investment. Cincinnati needs a mayor that is willing to say yes and work with people and organizations to move the community forward.
After the meeting, Cranley dismissed an offer by major philanthropy organization The Carol
Ann and Ralph V. Haile, Jr./U.S. Bank Foundation to pay for a study of
streetcar shut-down costs that opponents want to see
come in lower than the
city’s estimates before they vote to completely stop the project. Cranley dismissed
the offer because it also came with a note saying that if the streetcar is canceled the foundation will
reconsider its contributions to Music
Hall, the Smale Riverfront Park and other city projects. Cranley would rather make the city pay for the study than negotiate with terrorists respond to threats.
About seven and a half hours into this debacle of American democracy — which included numerous procedural abnormalities including the mayor asking Council to discuss and vote on ordinances no one had read yet, an hours-long delay and a funding appropriation that leaves the cancellation vote safe from the pro-streetcar-threatened voter referendum (something Cranley railed against when the city administration kept the parking plan safe from referendum) — Councilman P.G. Sittenfeld livened things up with something everyone tired of the streetcar debate can agree is funny: undermining the mayor’s authority by asking fellow council members to overrule him.
The following video published by UrbanCincy shows Cranley denying Sittenfeld an opportunity to speak. Sittenfeld then asks for a vote to overrule Cranley, which the mayor had to approve, and everyone but Kevin Flynn votes to overrule. (Flynn unfortunately had to vote first, leaving him unable to determine which way the vote was likely to go — a tough position for a rookie politician.) Once David Mann and Amy Murray voted to allow Sittenfeld to speak, the rest of the anti-streetcar faction followed suit, knowing Sittenfeld had the necessary votes to overrule Cranley. Then Sittenfeld spent a few minutes going mayoral on Cincinnati's new mayor.
Although it has already been explicitly stated in two letters from the federal government, Federal Transit Administration (FTA) Chief Counsel Dorval Carter on Monday reiterated that if Cincinnati were to unravel the $132.8 million streetcar project, the city would lose $40.9 million in federal grants and another $4 million in federal funds would be transferred to the state government, which could appropriate the money to any project in Ohio.
The clarification is necessary because Mayor-elect John Cranley and a majority of the incoming City Council are looking into pausing and potentially canceling the streetcar project once they take office in December. Cranley says he will lobby the federal government to reallocate the federal funds, even though the federal government has repeatedly insisted it’s not going to happen.
Carter joined City Council’s Budget and Finance Committee on the phone on Monday to walk council members through the legal technicalities involved in cancellation and how the federal government would react to such circumstances.
According to Carter, merely delaying the project at this point would break the city’s agreement with the federal government and lead the federal government to restrict the federal funds, ask the city to repay the money it already spent or terminate the deal altogether.
Still, Carter said cancellation might not hurt the city’s chances, at least from a legal perspective, of obtaining federal funds for other projects.
“It will not preclude you from pursuing other projects,” he said. “You would just have to pursue those on their own merits.”
But Carter agreed with Vice Mayor Roxanne Qualls that the city’s credibility could be weakened if the streetcar project were canceled.
President Barack Obama’s administration has prioritized light rail projects like the streetcar, according to Carter, so the reclaimed federal money would likely go to other cities pursuing similarly ambitious transit projects.
At a press conference following the council meeting, Cranley appeared unfazed by the news.
“If we have to, we’ll give the money back,” he said.
Although much noise was made about the council meeting, there wasn’t much news in the way of substance. The federal government already outlined the cancellation costs in separate letters sent to Mayor Mark Mallory in June and earlier in November.
The scion of a Cincinnati political dynasty is starting to make it big in Hollywood.
Jesse Luken, the grandson of ex-Congressman Tom Luken and the nephew of former Mayor Charlie Luken, has recently landed notable roles on TV and film.
Luken recently had a recurring role on the third season of Justified on the FX cable network. He played Jimmy, a Mohawk-wearing young thug in the gang led by Boyd Crowder (Walton Goggins).
Now Luken has been cast in 42, the big-screen biopic about Jackie Robinson, the first African-American player in Major League Baseball. Luken will portray Brooklyn Dodgers second baseman Eddie Stanky in the film, which is due to be released on April 12, 2013. The release is timed to coincide with MLB's Jackie Robinson Day, held every April 15 to commemorate the date in 1947 when Robinson played his first game with the Dodgers.
The film, named after the number worn by Robinson, also features Chadwick Boseman in the title role; Harrison Ford as Dodgers general manager Branch Rickey, who signed Robinson; and Christopher Meloni as Dodgers manager Leo Durocher.
Luken is a Colorado Springs, Colo., native who previously had guest roles on the TV series NCIS, Law and Order: L.A. and Greek.
In the past few days, local media outlets have reported heavily on a supposed conflict between Southwest Ohio Regional Transit Authority (SORTA) and the city of Cincinnati. Essentially, SORTA wants the transit fund limited, while the city government says it doesn’t want to “undermine the city charter” with limitations.
At its heart, the argument is a political back-and-forth with little consequence. It’s two government agencies at a small divide over legalese in an intergovernmental agreement about how the streetcar will operate and how it will be funded.
The specific issue is SORTA, which runs the Metro bus
system and will operate the streetcar, wants to include phrasing in its
agreement with the city that makes it so the transit fund can’t be used
for the streetcar. In a 7-6 vote Tuesday, SORTA's board pushed its preferred wording along with an application for an $11 million federal grant that will help fund the streetcar.
But the city government claims the limitation would go against the spirit of the city charter, which says the transit fund can be used for “public transit purposes generally and without limitation.”
UPDATE: City Council on Wednesday passed a resolution promising not to use Metro bus money on the streetcar, although it has no legal standing preventing council from later coming back and using transit funds for the streetcar.
Still, Mayor Mark Mallory’s office has insisted time and time again that funding for the streetcar’s construction and operation is already allocated, so taking any money from the transit fund will be unnecessary. Specifically, the city will tap into casino revenue to operate the streetcar, on top of the $11 million federal grant.
In an op-ed for The Cincinnati Enquirer Monday, Mallory said the real issue goes back to an ongoing lawsuit between SORTA and the city. In 2010, the city diverted money from the transit fund to pay for street lights. That prompted a lawsuit from SORTA, asking the courts to define the limits of the transit fund.
The mayor’s office sees the wording from SORTA as an attempt from the transit agency to score a minor victory in the legal battle. If the city government accepted the wording, it would be agreeing to a limited transit fund, which is essentially what SORTA wants.
SORTA’s wording also makes it so all transit fund money will continue going to the Metro bus system, which is the agency’s sole service today.
But even SORTA says the disagreement is getting blown out of proportion by media outlets and public officials. Sallie Hilvers, spokesperson for SORTA, says the wording in the approved agreement was the board’s attempt to ensure the transit fund isn’t used for the streetcar, but, for the most part, it’s “really just procedures.”
Hilvers insisted the disagreement over wording has plenty
of time to be worked out, and it will not hinder collaboration between
the city of Cincinnati and SORTA.
The agreement will need to be worked out before summer 2013 for the streetcar to stay on track.
It's the 1980s and '90s all over again in Cincinnati.
In a blatant attempt to do an end-run around the mayor, four members of Cincinnati City Council met with The Enquirer's editorial board today to unveil a budget-cutting plan that includes merging the city's Police Department with the Hamilton County Sheriff's Office.
The council faction hadn't discussed the far-reaching concept previously with Mayor Mark Mallory or City Manager Milton Dohoney Jr. but had held discussions with Sheriff Simon Leis Jr. about the idea.
of Mallory's staff obtained raises because they will be taking up the
former duties of Ryan Adcock, who left earlier in the month to help lead
a task force on infant mortality and will not be replaced.
The Cincinnati Enquirer reported the raises earlier today, but the story at first did not mention that the budgetary moves will ultimately save the city money. The "Enquirer exclusive" includes a "tell them what you think" section in which citizens can email the mayor's office and copy Enquirer editors. The story was later updated to include the overall savings, though The Enquirer posted a separate blog titled, "Mallory getting an earful on raises," which was a collection of angry emails to the mayor based on the original version of the story.
CityBeat acquired a memo written by Mallory that outlines the rest of the plan, which will produce savings: "I will not replace Ryan Adcock on my staff. Instead, I have divided his responsibilities among my remaining staff. In addition, I will not hire the two part-time staffers that I had considered hiring. The additional work in the office will be supplemented by unpaid interns.
"In addition, I have enacted internal savings in order to return $20,000 from my FY 2013 office budget to be used for the FY 2014 city budget. Finally, in preparation of the Mayor’s Office Budget for FY 2014, I am reducing my office budget by $33,000 for the remaining 5 months of my term."
spokesperson Jason Barron says the mayor will also not be replacing
staff that leaves from this point forward, which could produce more
savings down the line.
Shawn Butler, the mayor's director of community
affairs, was given an 11-percent raise; Barron, the mayor's
director of public affairs, was given a 16-percent raise; and Arlen
Herrell, the mayor's director of international affairs, was given a
20-percent raise. Adcock also obtained a 20-percent raise briefly before
leaving, which Barron described to CityBeat as a budgetary technicality.
Since Mallory is term-limited, Barron says the savings will only apply to Mallory's remaining five months. The mayor who replaces Mallory in December will decide whether to keep or rework Mallory's policies.Last year, Barron was paid $66,144 in regular pay, Butler was paid $71,349, Herrell was paid $59,961 and Adcock was paid $66,049, according to the city's payroll records. But Barron explained that those numbers were higher because last year happened to have an extra payday. Under normal circumstances, Barron is paid $62,740 a year, Butler is paid $67,760, Adcock was paid $62,740 and Herrell is paid $62,031.