Open main menu

Cincinnati Bell Connector

The Cincinnati Bell Connector, previously known as the Cincinnati Streetcar, is a streetcar system in Cincinnati, Ohio, United States. The system opened to passengers on September 9, 2016.[1] The streetcar operates on a 3.6-mile (5.8 km)[3] loop from The Banks, Great American Ball Park, and Smale Riverfront Park through Downtown Cincinnati and north to Findlay Market in the northern edge of the Over-the-Rhine neighborhood. Future extensions have been proposed to the Uptown area, home to the University of Cincinnati, the regional hospitals on Pill Hill, and the Cincinnati Zoo; and to Northern Kentucky.

Cincinnati Bell Connector
Cincinnati Bell Connector logo.png
Cincinnati-bell-connector station-1-the-banks 09-11-2016.jpg
Streetcar in service in September 2016
Other name(s)Cincinnati Streetcar
LocaleCincinnati, Ohio, U.S.
Line number100
OpenedSeptember 9, 2016 (2016-09-09)[1]
OwnerCity of Cincinnati
CharacterStreet running
Rolling stockFive CAF Urbos 3
Line length5.8 km (3.6 mi)
Track gauge(?)
Electrification750 V DC, overhead wires

The project faced opposition on several occasions after being first proposed in 2007. Challenges included ballot initiatives to stop the project in 2009 and 2011, opposition from members of Cincinnati City Council, Governor John Kasich, and Mayor John Cranley (elected in 2013). However, both of the anti-rail ballot initiatives were rejected by voters, and a pro-streetcar majority was elected to City Council in 2011, allowing the project to move forward. Naming rights to the system were purchased by Cincinnati Bell in a $3.4 million, 10-year deal in August 2016.[4]



At the end of the 20th century, Over-the-Rhine, which is adjacent to downtown, was one of the most economically distressed areas in the United States.[5] Over-the-Rhine's instability was preventing growth and investment in Downtown Cincinnati, the city's central business district;[5] this, in turn, has been affecting the health of the entire region.[5] Ideally, the streetcar line would attract downtown (and uptown) workers to live near the line, provide economic stimulation and development, and provide transportation for local residents and tourists. The streetcars appeared in Cincinnati's massive 2002 transit plan, MetroMoves,[6] which was rejected when taken to a public vote.[7] A "Phase 1B" was considered that would connect to the "uptown" neighborhoods that surround the University of Cincinnati.[8] The fundamental goal of the streetcar proposal is to create transit-oriented development.[9]

Feasibility studyEdit

Cincinnati's proposal was modeled after the system in Portland, Oregon

On May 31, 2007, Omaha-based HDR Engineers completed a feasibility study that focused on a 3.9-mile (6.3 km) loop from The Banks, through downtown and Over-the-Rhine.[10] According to the study, the city would gain between 1,200 and 3,400 additional residences, raise an additional $34 million in property taxes, and yield $17 million in retail activity per year from new residents.[10] Within one-quarter mile (0.4 km) of the line there are 97 acres (39 ha) of surface parking lots along the downtown and Over-the-Rhine line.[10] The potential yield of the parking lots for redevelopment is 3,787 housing units or 7,412,900 sq ft (688,680 m2) of commercial/office/hotel space.[10] The study says lots would create between $54 million and $193 million additional redevelopment per year, with a conservative estimate of $112 million per year.[10] A total property value premium of $379 million plus $1,480,000,000 of redevelopment over 10 years (conservative estimate) would equal a total of $1,911,000,000 of benefits for the city.[10] The study estimated the cost to be around $100 million and concluded that the benefit-cost ratio of the downtown and Over-the-Rhine line would be 15.2 to 1, which means for every dollar Cincinnati spends it will receive $15.20 in return.[10] The University of Cincinnati "checked the math" of the study and found that the "projections of the benefits of ridership and economic development" are "credible."[11]

The study projected that a 2010 opening year would draw an estimated 4,600 riders of the downtown and Over-the-Rhine portion of the line each weekday.[10] According to city leaders, if 2 percent of downtown workers, and 2 percent of convention attendees, and 2 percent of Over-the-Rhine residents ride the streetcars it will meet that daily ridership.[9] By 2015 (assuming the system opened in 2010) about 6,400 people were estimated to ride the streetcars per weekday.[10] Ridership numbers for the uptown line were not included in the study.

The 2007 study also claims the streetcar system would have four significant economic effects:

  1. Customer base and customer access will expand for existing businesses.
  2. Improved market values of existing properties.
  3. Catalyst for new transit-oriented development where less parking is required.
  4. Supporting neighborhoods by making them more walkable.

Votes and political involvementEdit

In 2007 the city completed a study to determine if installing streetcars would be beneficial.[10] On April 23, 2008, Cincinnati City Council approved a plan to build a new streetcar line.[8]

In 2009 and 2011 the city voted on referendums designed to stop the streetcar project, but in both cases a majority of voters favored the project.

2009 referendumEdit

Special interest groups COAST (Coalition Opposed to Additional Spending and Taxes) and the Cincinnati NAACP both oppose the streetcar system.[12] Both groups gathered signatures[13] for a ballot initiative that would amend the city's charter and force a public vote on the streetcars.[14] However, the amendment would have prohibited the city "from spending any monies for right-of-way acquisition or construction of improvements for passenger rail transportation."[15] This would have affected more than just streetcars, forcing a public vote on any rail-based system including the proposed high-speed rail that connects Cincinnati to Columbus and Cleveland,[12][16] and potentially even the "Safari Train" at the Cincinnati Zoo.[17] Since the amendment is usually described as a vote on the streetcars, CityBeat has suggested the amendment is "deceptive" and an attempt to reverse "COAST's waning political influence" in the city.[16] (COAST has been described as "rabidly anti-mass transit."[16]) The Cincinnati Enquirer, who wrote that the city is not ready for streetcars,[18] called the proposed amendment a "poison pill" that is "DECEPTIVE in its language and intent."[19]

A political action committee called Cincinnatians for Progress was formed to oppose the amendment proposed by COAST and the NAACP.[14] According to Cincinnatians for Progress, the amendment would unnecessarily delay projects by 10 to 12 months while the city waits on a public vote, and put Cincinnati at a competitive disadvantage with other cities.[14] In the November 3, 2009 local elections however, this city charter amendment proposal failed, losing 56% to 44%.[20]

2011 referendumEdit

After losing at the ballot box in 2009, COAST and the local NAACP began collecting signatures in 2011 for a similar ballot initiative.[21] This referendum, known as Issue 48, differed by banning any spending on rail until December 31, 2020, rather than requiring a citywide vote for spending. It would have banned spending, no matter the source of money (federal, state, privately financed, etc.).[22] Critics believed the language of the amendment again applied to all forms of rail transit, including any plans for a streetcar, light rail, or commuter rail.[23]

The Cincinnati Enquirer endorsed a "No" vote on Issue 48, stating, "we vigorously oppose Issue 48 and urge voters to reject it. ... Issue 48 is a bad, bad, bad idea."[24] According to "a majority of legal experts" interviewed by the Enquirer, Issue 48 "is written so broadly it could stop other rail projects in the city."[25] Non-streetcar commuter rail projects that may have been affected included the county-backed Eastern Rail Corridor project, which plans to connect the eastern suburbs to downtown using an abandoned rail line.[25] Others who endorsed a "No" vote were Cincinnati CityBeat,[26] League of Women Voters of the Cincinnati Area,[27] and former leaders of the local NAACP.[28]

Issue 48 was defeated 52% to 48% on November 8, 2011.[29] This, along with Cincinnati electing a more progressive city council,[30] allowed the streetcar project to proceed.[29]

Construction beginsEdit

Construction of the streetcar system began with a groundbreaking on February 17, 2012, and utility relocation began at that time.[31][32] The contract with Messer/Prus/Delta JV for the construction of the tracks, power system, and a maintenance facility was signed on July 15, 2013.[33][34]

Former Cincinnati mayor Mark Mallory, a supporter of the streetcars, acknowledged the possibility of reinstalling one or more inclines if the new proposal for streetcars is successful enough.[35] The city still owns the rights-of-way where the inclines once sat.[35]

Construction pauses after 2013 electionEdit

Testing of the first streetcar in November 2015

On November 6, 2013, in a mayoral election to replace Mayor Mallory, who is term-limited, Cincinnati Streetcar supporter Roxanne Qualls was defeated by streetcar opponent John Cranley. In addition, Laure Quinlivan, a council member and streetcar supporter, lost her re-election bid by placing tenth in a race where only the first nine are seated; Amy Murray, a Charter-endorsed Republican who opposed the streetcar, placed ninth. By the time the election was held, contracts had been signed, utility relocation had been ongoing for months, and nearly a half mile of track had been installed on Elm Street. John Deatrick, the Project Executive for the Cincinnati Streetcar, presented numbers to Council showing that it would cost nearly as much to cancel the project as to finish it. Cranley reiterated his intent to cancel the project; however, City Councilman P.G. Sittenfeld, one of the main critics of the streetcar during the election, opposed the cancellation of the project by then.[36] Still, five out of nine members voted to "pause" construction of the streetcar on December 4 to allow for an outside audit of the project.[37]

An independent audit confirmed Dietrich's estimates of the cost of canceling the project. However, Cranley and several council members expressed concern about the annual operating cost of the streetcar and the effect it would have on the city's operating budget. The Southwest Ohio Regional Transit Authority offered to take responsibility for the streetcar's operating cost, but Cranley refused this offer and insisted that financial support must come from the private sector. Finally, after the Haile Foundation committed to providing $9 million in funding towards the project, City Council voted on December 19 to continue construction of the streetcar. Council Members Kevin Flynn and David Mann, who had supported the "pause", joined with four other Council members to vote in favor of the project. Since a supermajority of six Council members voted to resume the project, Cranley was unable to veto the ordinance.


On the system's opening weekend

The system opened to passengers at noon on September 9, 2016. The opening was celebrated with a weekend of free rides.[1] Over 50,000 rides were taken during the three-day opening weekend.[38]

Since its opening, the streetcar has fallen short of ridership projections, averaging 2,012 riders per day during its first year and 1,412 as of August 2018. Large events such as the Cincinnati Reds Opening Day draw much larger crowds. Low ridership has been blamed on frequent track blockages by cars that contribute to delays as well as an anti-rail mayoral administration that has emphasized expensive bike rail projects of limited value. In August 2018, Cincinnati Bell approached the City of Cincinnati about ending its sponsorship of the system, less than two years into the 10-year contract.[39]


Cincinnati Bell Connector
Brewery District
Maintenance Facility
Findlay Market
– Elm
Findlay Market
– Race
Liberty & Elm
Liberty & Race
14th & Elm
Washington Park
12th & Vine
12th & Main
Central Parkway
Court & Main
Public Library
8th & Main
Aronoff Center
6th & Main
Fountain Square
4th & Main
   I-71 / US 50
The Banks

The streetcar route connects various Cincinnati landmarks and businesses to 92 acres (37 ha) of surface parking and dozens of abandoned or underused buildings.[40] According to city leaders the parking lots and abandoned buildings are "ripe for redevelopment."[40]

The line starts on 2nd Street. The line then travels north on Main Street through downtown until it reached 12th Street in Over-the-Rhine. The line then turns west on 12th street. The streetcar continues until it reaches Elm Street, where it turns north. The line continues heading north until it reaches Henry Street, at which point it turns east a short distance before turning south on Race Street. The line follows Race Street until it reaches Central Parkway, where it turns east. The last turn is south on Walnut Street where it continues until it returns to 2nd Street.

The south portion of the line, below Central Parkway, provides service to Cincinnati's Central Business District. Places of interest directly on the line include The Banks, National Underground Railroad Freedom Center, Great American Ball Park, Government Square (Metro's main bus hub), Fountain Square, Aronoff Center, Contemporary Arts Center, Mercantile Library of Cincinnati, Court Street Historic District, and Cincinnati Public Library (Main Library). Other places of interest that are within walking distance of the line are U.S. Bank Arena, Paul Brown Stadium, Taft Theatre, John A. Roebling Suspension Bridge, Carew Tower/Tower Place Mall, Piatt Park, Lytle Park Historic District, Taft Museum, Yeatman's Cove, Sawyer Point, and The Purple People Bridge. Major employers on or within walking distance the line include Fifth Third Bank, Procter & Gamble, Duke Energy, American Financial Group, E. W. Scripps Company, Convergys Corporation, and the Federal Bureau of Investigation.

A streetcar in service at 5th and Walnut, in downtown, on the system's opening weekend

The center portion of the line follows Central Parkway and southern Over-the-Rhine, in a small area that is home to much of Cincinnati's performing arts. Places of interest that are directly on the line include Music Hall (home of the Cincinnati Symphony Orchestra and the Cincinnati Opera), Gateway Quarter, Ensemble Theatre, Memorial Hall, Know Theatre, Emery Theatre, School for Creative and Performing Arts, and Washington Park. Kroger Corporate Headquarters is along this portion of the line.

The northern portion of the line serves residents of Over-the-Rhine and provides a link to the future Uptown Connector. Places of interest include Findlay Market, the Brewery District, and Rookwood Pottery.

The line has stops every couple of blocks, to provide easy mobility around the downtown area, and operates seven days a week for at least 16 hours a day.[41]

Possible extensionsEdit

The 2007 feasibility study suggested the possibility of several extensions or future additions including a line through Cincinnati's "uptown" neighborhoods to the University of Cincinnati, the Cincinnati Zoo, and to the neighborhood of Clifton.[10] Other potential extensions include a line through the West End to Union Terminal, a line to the East End neighborhood using an abandoned track, and a line across the Taylor-Southgate Bridge to Newport on the Levee in Newport, Kentucky.[10]

Uptown ConnectorEdit

On April 23, 2008, Cincinnati City Council voted 6–2 in favor of building the lines that link downtown, Over-the-Rhine, and uptown.[8] Originally, the city wanted to build the line that connects Over-the-Rhine and downtown in the first phase, and then build the uptown link in a second phase.[9] However, a council majority wanted to include the Uptown Connector in the first phase.[9] Soon after taking office in 2011, the anti-rail Republican, Governor John Kasich, pulled all $52 million in state money for the streetcar project, and plans for the Uptown route were scrapped as a result.[42]

Both Vine Street and West Clifton Avenue were studied as options for the Phase 1B connection from Over-the-Rhine to Uptown.[40] Vine Street was a path for the original streetcars, but an "extreme hillside" to the west of the street and a city park and an elementary school to the east leaves less land for development when compared to West Clifton Avenue.[43] West Clifton Avenue passes through Clifton Heights, which is one of the densest neighborhoods in the city due to its concentration of UC students.[43] Studies considered whether or not West Clifton Avenue is too steep for streetcar travel,[40][43] and which path could tap into more federal funding.[43] Ultimately, Vine Street was chosen as the route for the original Uptown Connector.

The lack of political will to advance plans for an extension has given advocates more time to study and reconsider the best way to take the streetcar to Uptown. In 2014, as the Vine Street route was further explored, the "Clifton Shortcut" was proposed as a more direct route to turn up Vine Street.[44] However, after further study it still suffered from many of the same issues as the originally proposed Vine Street route with major underground utility lines, narrow lanes with greater risk of accidents, and uncomfortable grades, which limit level boarding platforms for stops and hence economic development opportunities in the hillside areas.[45]

In 2015, an alternative plan of using two tunnels to get to Uptown has also been proposed. It includes extensions from Phase 1A northward up Main and Walnut to a southern tunnel portal under Mulberry Street at Main that daylights at-grade near Inwood Park for a station servicing Christ Hospital before returning underground until aligning with Jefferson Avenue near Daniels.[46] Past studies have shown that Mount Auburn has suitable geology that is conducive to building a $100 million tunnel that would connect downtown to Clifton,[47] however further study is needed to know the exact cost to implement this new plan. The additional cost of tunneling is believed to be justified in order to increase reliability and speed at the center of a regional light rail system that could be developed around this spine in the future through projects such as Wasson Way.[45][48]

Newport extensionEdit

In 2009, the cities of Newport, Kentucky, and Covington, Kentucky, across the Ohio River officially supported Cincinnati's streetcar proposal, and would like to install a system that links with the Cincinnati system.[49] A group called the Northern Kentucky Streetcar Committee is exploring ways to get a study funded to extend the route across the Taylor Southgate Bridge and into Newport.[50]

List of stationsEdit

Loop between The Banks and Over-the-Rhine

No. Station Intersection Notes Platform curbside
1 The Banks
Second & Main Serves The Banks mixed-use development, Freedom Center, Great American Ball Park, Paul Brown Stadium, Smale Riverfront Park and U.S. Bank Arena
Official terminus for Cincinnati Bell Connector line
2 4th & Main Fourth & Main Serves Cincinnati Bell (the sponsor for the streetcar) and Taft Museum of Art (walking distance)
Closest station northbound to Government Square transit center
3 6th & Main Sixth & Main Serves Aronoff Center left
4 8th & Main Eighth & Main Serves Cincinnati Main Library left
5 Court & Main
Court & Main Serves JACK Casino and Greyhound bus terminal (walking distance) left
6 12th & Main
(Hanke Exchange)
Twelfth & Main Final station northbound leaving downtown left
7 12th & Vine
(Gateway Quarter)
Twelfth & Vine First station northbound entering Over-the-Rhine district right
8 14th & Elm Fourteenth & Elm Serves Washington Park and Cincinnati Music Hall
No canopy
9 Liberty & Elm Liberty & Elm right
10 Findlay Market – Elm Elm & Glass Alley Serves Findlay Market (northbound) right
11 Brewery District Elm & Henry Serves the Brewery District
Last station northbound
12 Findlay Market – Race Race & Elder Serves Findlay Market (southbound)
First station southbound
13 Liberty & Race Liberty & Race left
14 Washington Park Twelfth & Race Serves Washington Park (southbound)
Final stop southbound leaving Over-the-Rhine
15 Central Parkway Central Parkway & Vine First station southbound entering downtown
Within walking distance of City Hall, Fire Museum and SCPA
No canopy
16 Public Library Ninth & Walnut Serves Main Library (southbound) right
17 Aronoff Center Seventh & Walnut Serves Aronoff Center and Contemporary Arts Center right
18 Fountain Square Fifth & Walnut Serves Carew Tower, Duke Energy Convention Center and Fountain Square
Closest southbound station to Government Square transit center
Final station before reaching terminus at The Banks

Cost and fundingEdit

Construction in December 2014

The Downtown/Over-the-Rhine line would cost $102 million.[8] A Downtown/Over-the-Rhine/University of Cincinnati line would cost $128 million.[51] The full Downtown/Over-the-Rhine/University of Cincinnati/Uptown/Zoo line would cost $185 million.[8] The cost estimate for the Downtown/Over-the-Rhine line includes approximately 4.5 miles (7.2 km) of track and overhead power supply (for the route and storage/maintenance), 6 streetcars, 18 streetcar stops, a maintenance/storage facility for the streetcars, as well as a 15% to 25% contingency on project line items.[52]

The money to fund the $102 million Downtown/Over-the-Rhine line would be attained from a variety of sources.[8] Of those, $25 million would come from capital bonds; $25 million from tax increment financing from downtown property taxes; $31 million from private contributors, partners and sponsors; $11 million from proceeds from the sale of the Blue Ash Airport; and $10 million from state grants.[8] The remaining $80 million to $85 million for the full Uptown system was planned to be built later, mostly with federal funds.[8] However, after city council approved the streetcar plan they decided to look for an additional $35 million to "get up the hill" to the University of Cincinnati.[8] (Engineering and construction costs for the uphill portion of the line would cost more than the portion of the line built on flat land.[8]) The $35 million would only take the streetcars up to the University, that money would not extend it to the Cincinnati Zoo.[8]

Annual operating costs were estimated between $2.0 and $2.7 million per year for the Downtown/Over-the-Rhine line.[10] The estimate includes labor for streetcar operators, for maintenance of the streetcars, track and other facilities, and for ongoing management and administration of the service.[52] A portion of the cost would be covered by a fare, if there is one.[52] The fare policy has not been decided and could cost anywhere from "the current local bus fare" ($1.50 as of 2009) to free.[52] According to City Council member Chris Bortz, the remaining operating cost could be covered by a variety of means, the most likely being revenue from advertisements inside and/or outside the streetcar—similar to how ads are done with Cincinnati's bus system.[9]

Due to the severe economic downturn of 2008 and 2009 the city has had trouble raising the full $35 million needed from private sources.[40] (Duke Energy has promised to donate $3.5 million.[53]) City officials have made several trips to Washington to lobby for federal money for the streetcar system.[40]

In May 2010, the city had raised over $90 million in funds, and expected federal grants in the summer of 2010 to cover the remaining cost.

  • $15 million from Ohio Transportation Review Advisory Council (TRAC)[54]
  • $64 million in bonds by the City of Cincinnati[55]
  • $2.6 million in local funds[56]
  • $15 million from the Ohio Department of Transportation[56]
  • $4 million from the Ohio-Kentucky-Indiana Regional Council of Governments[56]
  • $25 million from the United States Department of Transportation's Urban Circulator Grant Program[57]

After the Ohio Transportation Review Advisory Council (TRAC) pulled its portion of funding for the project, the city postponed the Uptown Connector and moved forward with a slightly shortened Downtown/Over-the-Rhine route. After receiving an additional Urban Circulator grant from the United States Department of Transportation, the route was extended to reach Henry Street to the north and 2nd Street to the south.

In 2011 Governor John Kasich took away $52 million in state money that had been awarded to the streetcar by the previous administration. Despite being the Ohio Department of Transportation's top rated project, the money was redirected to projects in other areas of the state.[58] In 2012, Congressman Steve Chabot added an amendment to the annual transportation spending bill that prohibits any federal money going to the streetcar.[59]

The final budget upon project completion in 2016 was $148 million.[60]

Possible benefits and drawbacksEdit

There may be some benefits associated with building the streetcar system. The projections of the 2007 streetcar study indicated that the streetcars would have a 14:1 benefit-cost ratio over the next decade.[11][14] In addition, Downtown and Over-the-Rhine has 97 acres (39 ha) of surface parking lots within 0.25 miles (0.4 km) of the line, which is a lot of potential development.[10] Much of the recent investment in the Over-the-Rhine neighborhood is based on the belief that the system will be built. Rookwood Pottery moved from Glendora Avenue in Corryville to Race Street in Over-the-Rhine, near Findlay Market, so that it would be on the streetcar line.[61][better source needed] Forty-six cities either have streetcars, or are trying to develop them.[62] For instance, Portland, Oregon, spent $57 million to build its streetcar system and recouped $1.6 billion in investment, so by the same projection, the investment in Cincinnati would yield nearly $3 billion in development.[62]

However, opponents say that a streetcar may not be as effective, or effective at all, at economic development in Cincinnati as streetcars seem to have been in certain other cities. That is, economic development is contextual and historically contingent. The NAACP, for example, has suggested improving existing utilities and economic sectors rather than building the streetcar system.[63] In addition, the streetcar is designed to be symbolic transit, rather than being planned as an essentially functional part of the transit system—or to serve primarily as transportation as such—because Over-the-Rhine is already developing very rapidly without the streetcar.[64][65] Other opponents say that the streetcar serves as a political cover for the easing of development restrictions[66] and that much or all development will be due to the easing of restrictions that would have otherwise been left in place, rather than a streetcar itself.[67] The streetcar also runs on the honor system. Even though inspectors randomly check tickets onboard, it is unclear if the way fares are handled will lead to profitability.[68]


Five low-floor Urbos 3 streetcars[69] were ordered from Construcciones y Auxiliar de Ferrocarriles (CAF) of Beasain, Spain, with an original delivery date of July 2014.[70] The first streetcar vehicle arrived on October 30, 2015.[71]

Streetcar number 1175 being unloaded on to the rails

Commemorative beersEdit

On October 23, 2015, Brad Thomas, a member of the Southwest Ohio Regional Transit Authority, announced that the five different brewers that line the streetcars route had each agreed to brew a new specialty beer to honor the delivery of the first five vehicles.[72]

delivery schedule[72]
image vehicle
commemorative beer
1175 October 30, 2015 "Ryed the Rails" by Taft’s Ale House
1176 November 23, 2015 "Desire" by Christian Moerlein Lager House
1177 December 11, 2015 "Traction" by Rhinegeist
1178 January 7, 2016 Christian Moerlein Tap Room
1179 February 5, 2016 "1179 Marzen" Rock Bottom Brewery

See alsoEdit


  1. ^ a b c Rinehart, Bill (September 9, 2016). "Cincinnati's Streetcar Is Open For Business". WVXU. Retrieved September 9, 2016.
  2. ^ Coolidge, Sharon (October 6, 2016). "Full speed ahead: Streetcar operator will run more streetcars". The Cincinnati Enquirer. Gannett Company. Retrieved October 7, 2016.
  3. ^ "Design & Route". City of Cincinnati. 2016. Retrieved September 10, 2016.
  4. ^ "Cincinnati Bell Named Sponsor of the Cincinnati Streetcar". (Press release). SORTA. August 18, 2016. Archived from the original on September 11, 2016. Retrieved September 10, 2016.
  5. ^ a b c 3CDC, Over-the-Rhine Overview Archived January 30, 2009, at the Wayback Machine. Retrieved on April 2, 2009
  6. ^ Pilcher, James (August 20, 2002). "MetroMoves: What will it mean to area?". The Cincinnati Enquirer. Retrieved July 10, 2008.
  7. ^ Pilcher, James (November 6, 2002). "Metro plan hits wall of resistance". The Cincinnati Enquirer. Retrieved July 3, 2008.
  8. ^ a b c d e f g h i j k McGurk, Margaret A. (April 24, 2008). "Streetcar plan approved: Vote adds $35 million to city's financing goal". Cincinnati Enquirer. Retrieved April 14, 2009.
  9. ^ a b c d e WVXU Impact Cincinnati: Plans to bring streetcars back to Cincinnati Archived July 24, 2011, at the Wayback Machine. Accessed on May 3, 2009.
  10. ^ a b c d e f g h i j k l m n "Cincinnati Streetcar Feasibility Study" (pdf). HDR Engineering, Inc. and PB Americas, Inc. (for the City of Cincinnati). July 2007. Retrieved August 30, 2014.
  11. ^ a b "An Assessment of the Cincinnati Streetcar Study" (pdf). University of Cincinnati. Retrieved August 30, 2014.
  12. ^ a b "Cincinnati streetcar initiative could be headed for 2009 ballot". Business Courier of Cincinnati. December 23, 2008. Retrieved May 4, 2009.
  13. ^ "Petitions demand vote on streetcars". April 10, 2009. Archived from the original on February 17, 2012. Retrieved May 3, 2009.
  14. ^ a b c d 55KRC March 29th: What The Coast Transportation Ballot Initiative Prevents Our City From Doing[permanent dead link]. Accessed on May 3, 2009.
  15. ^ "Hamilton County Ballot (2009)". League of Women Voters of the Cincinnati Area Education Fund. November 3, 2009. Retrieved December 22, 2013.
  16. ^ a b c Osborne, Kevin (May 27, 2009). "Careful: Streetcar Petitions Can Be Deceptive". CityBeat. Archived from the original on May 29, 2009. Retrieved May 28, 2009.
  17. ^ Horstman, Barry M. (September 15, 2009). "Streetcar ballot could affect zoo, museum trains". The Cincinnati Enquirer. Archived from the original on February 24, 2012. Retrieved September 15, 2009.
  18. ^ "Editorial: Put streetcar project on hold". The Cincinnati Enquirer. July 19, 2009. Retrieved August 30, 2009.
  19. ^ "'Poison Pill' amendment is about less, not 'more'". The Cincinnati Enquirer. August 8, 2009. Retrieved August 30, 2009.
  20. ^ Osborne, Kevin (November 4, 2009). "Voters Have No Issues With Issues: Rail supporters beat back Issue 9, but petitioners win on Water Works". CityBeat. Archived from the original on November 9, 2009. Retrieved March 4, 2010.
  21. ^ "Streetcar opposition files petition". Cincinnati Business Courier. January 20, 2011. Retrieved July 31, 2011.
  22. ^ "Streetcar Spending Petition 2011 v5 C _FINAL". Retrieved August 10, 2016.
  23. ^ Painter, Mark P. (July 30, 2011). "Latest anti-streetcar effort a detour for all light rail [op-ed column]". The Cincinnati Enquirer. Retrieved July 31, 2011.
  24. ^ "City/county issues: Vote 'no' on divisive anti-rail measure". Cincinnati Enquirer. October 30, 2011. Retrieved October 30, 2011.
  25. ^ a b "How far does the streetcar ballot issue really go? Wording could prevent projects until 2020". Cincinnati Enquirer. September 18, 2011. Retrieved September 18, 2011.
  26. ^ "Anti-Streetcar Measure Is a Trojan Horse". Cincinnati CityBeat. August 3, 2011. Retrieved September 18, 2011.
  27. ^ "League Opposes Anti-Streetcar Issue". Cincinnati CityBeat. September 12, 2011. Retrieved September 18, 2011.
  28. ^ "NAACP Icons Urge 'No' Vote on Issue 48". Cincinnati Enquirer. October 10, 2011. Retrieved October 30, 2011.
  29. ^ a b "After key votes, Cincinnati streetcar project moves forward". Reuters. November 10, 2011. Retrieved November 13, 2011.
  30. ^ "Cincinnati defeats Issue 48 and votes a younger, more progressive city council into office". UrbanCincy. November 9, 2011. Retrieved March 28, 2014.
  31. ^ "Streetcar project breaks ground". The Cincinnati Enquirer. February 17, 2012. Retrieved February 17, 2012.
  32. ^ "Cincinnati Streetcar Groundbreaking". APTA Streetcar and Heritage Trolley Site. American Public Transportation Association. March 2012. Retrieved August 7, 2013.
  33. ^ Coolidge, Sharon (May 24, 2016). "Streetcar opening day set". The Cincinnati Enquirer. Retrieved August 13, 2016.
  34. ^ "Construction Contract Signed For Phase I Of Cincinnati Streetcar". City of Cincinnati. July 15, 2013. Retrieved August 30, 2014.
  35. ^ a b Radel, Cliff (March 9, 2009). "Foes of public transport have history here: Author claims opponents sidetracked economic progress". Cincinnati Enquirer. Retrieved April 5, 2009.
  36. ^ Andrews, Cindy (November 26, 2013). "Sittenfeld supports streetcar; Flynn stills wants pause". Cincinnati Enquirer. Retrieved December 1, 2013.
  37. ^ Cindi Andrews (December 18, 2013). "Cincinnati considers canceling partly built streetcar". USA Today. Retrieved December 18, 2013.
  38. ^ Wetterich, Chris. "How many trips did people take on the Cincinnati streetcar over the weekend?". Cincinnati Business Courier. Cincinnati Business Courier. Retrieved September 15, 2016.
  39. ^ Coolidge, Sharon; Coolidge, Alexander; Sparling, Hannah (August 31, 2018). "Cincinnati Bell considers dropping streetcar sponsorship". The Cincinnati Enquirer. Gannett Company. Retrieved September 1, 2018.
  40. ^ a b c d e f Horstman, Barry M. (May 14, 2009). "Streetcar backers have backs to wall". The Cincinnati Enquirer. pp. A1, A7.
  41. ^ "Streetcar >> Frequently Asked Questions". City of Cincinnati. Archived from the original on August 5, 2014. Retrieved August 30, 2014.
  42. ^ "Seelbach: Time to look at how to get streetcar Uptown". Retrieved August 10, 2016.
  43. ^ a b c d Monk, Dan (November 28, 2008). "Streetcar debate: Which way to Uptown?". Business Courier of Cincinnati. Retrieved May 15, 2009.
  44. ^ "Opinion: How to get the streetcar Uptown faster and cheaper". Retrieved August 10, 2016.
  45. ^ a b "John Schneider has a big idea for Cincinnati, and it's worth hearing him out (Video) - Cincinnati Business Courier". Retrieved August 10, 2016.
  46. ^ "Streetcar track completed on time and on budget -- now what about the next phase? (Video) - Cincinnati Business Courier". Retrieved August 10, 2016.
  47. ^
  48. ^ "Wasson Way". Retrieved August 10, 2016.
  49. ^ Wartman, Scott (March 24, 2009). "Newport officials like streetcars". The Cincinnati Enquirer. Retrieved April 5, 2009.
  50. ^
  51. ^ Osborne, Kevin (December 30, 2008). "A Year for the Ages". City Beat. Archived from the original on June 13, 2011. Retrieved May 15, 2009.
  52. ^ a b c d City of Cincinnati. Frequently Asked Questions about Cincinnati Streetcar Feasibility Study Archived July 16, 2011, at the Wayback Machine. Accessed on May 16, 2009.
  53. ^ "Duke Energy to help finance Cincinnati streetcar initiative". Business Courier of Cincinnati. October 29, 2008. Retrieved May 3, 2009.
  54. ^ Horstman, Barry M. (March 19, 2010). "Cincinnati lands $15M streetcar grant". The Cincinnati Enquirer. Archived from the original on October 1, 2012. Retrieved March 19, 2010.
  55. ^ Horstman, Barry M. (May 10, 2010). "Council approves $64 M in bonds for streetcar". The Cincinnati Enquirer. Archived from the original on May 16, 2010. Retrieved May 13, 2010.
  56. ^ a b c Horstman, Barry M. (May 13, 2010). "$19M more for streetcar". The Cincinnati Enquirer. Archived from the original on May 23, 2010. Retrieved May 13, 2010.
  57. ^ "Cincinnati streetcar plan wins $25M in federal funding". Business Courier of Cincinnati. July 8, 2010. Retrieved February 6, 2011.
  58. ^ Osbourne, Kevin (May 11, 2011). "Cincy's Streetcar Is the Little Engine That Could". Cincinnati CityBeat. Retrieved June 29, 2012.
  59. ^ Weiser, Carl (June 28, 2012). "U.S. House bars federal money for streetcar". The Cincinnati Enquirer. Retrieved June 29, 2012.
  60. ^ "Cincinnati Bell Connector".
  61. ^ Rookwood Pottery. Rookwood still has cachet: Revived company thriving; tiles are selling Archived February 23, 2012, at the Wayback Machine. Accessed on May 7, 2009.
  62. ^ a b Preuth, Ian (May 15, 2008). "A Look At Cincinnati's Streetcar Debate". WCPO. Archived from the original on April 21, 2009. Retrieved May 3, 2009.
  63. ^ Associated Press (December 24, 2008). "NAACP wants to block Cincinnati streetcars". Retrieved April 5, 2009.
  64. ^ Walker, Jarrett. "one-way splits as symbolic transit". Human Transit. Retrieved December 24, 2014.
  65. ^ Wessel, Nate. "The Streetcar – 4 – Symbolic Transit". Cincinnati Transit Blog. Retrieved December 24, 2014.
  66. ^ Horstman, Barry. "Streetcar could reduce number of parking spaces for Cincinnati residents". Cincinnati Enquirer. Gannett. Retrieved January 9, 2015.
  67. ^ Freemark, Yonah. "Don't Forget the Zoning". The Transport Politic. Retrieved January 9, 2015.
  68. ^ Kelley, Amanda (September 12, 2016). "Cincinnati streetcar starts charging for rides Monday". Retrieved September 27, 2016.
  69. ^ "Streetcar Vehicle Production Under Way". City of Cincinnati. March 19, 2013. Retrieved August 30, 2014.
  70. ^ "Bids could push Cincinnati streetcar plan to USD 130 m". Tramways & Urban Transit Magazine: 124. April 2013. Italic or bold markup not allowed in: |journal= (help)
  71. ^ Andreasik, Jane (April 29, 2014). "Cincinnati streetcar: New concerns about substations taking parking spots". WCPO-TV. Scripps Media, Inc. Archived from the original on September 3, 2014. Retrieved August 30, 2014.
  72. ^ a b Chris Wetterich (October 23, 2015). "Five Cincinnati brewers will make special beers in streetcar's honor". Cincinnati business courier. Retrieved October 24, 2015.

External linksEdit

Route map:

KML is not from Wikidata