Over at Rust Wire, Angie Schmitt has a detailed assessment of the Opportunity Corridor, which, as of Monday, has been fully funded. As a result, despite some tinkering on the margins over issues such as the location and nature of bike lanes, the road’s design is pretty much set in stone. ODOT plans to put phase 2, which involves the construction of the new boulevard from Quebec Avenue to East 93rd Street (phase 1 will widen East 105th Street), out to bid later this month; phase 3, the extension of the boulevard west to East 55th, will go out for bid sometime thereafter.
Schmitt walks through the ways that the road has been improved (or made less worse) and the issues that remain, one by one. It’s worth reading the whole post, if you’ve been following this project over the past several years. Obviously, I have my views on the road, but the project is a fait accompli at this point. One of the issues that she raises is the way that the project will affect transit riders:
We learned late in the process of this project that RTA, after months of denials, was considering closing both the East 79th Street rapid stations, in the heart of the project area. The RTA board has since decided these stations will remain open. But it is unclear where the money will come from to perform the repairs — which will cost at least $20 million. RTA has a $300 million maintenance bill coming due on its rapid system altogether and it certainly doesn’t have the money in its operating budget. RTA was able to negotiate $3 million from ODOT through this project for the East 105th street station, but how it’s going to raise the money for those other stations remains an open question. That is a less than 1 percent concession to transit from ODOT in this project, although the road bisects neighborhoods where 40 percent lack access to a car. I don’t know how anyone can consider this a fair distribution of transportation resources, but everyone just seems to be resigned to the idea that ODOT won’t give anyone money for transit.
Despite all the hype around how the Opportunity Corridor marks a shift for ODOT and would be some sort of model for future urban transportation planning in Ohio, this road is just business as usual from a state that puts cars ahead of people. ODOT has had to be dragged, kicking and screaming, into the 1990s – forget the 21st century. The question of transit funding is emblematic of this larger trend.
Recall from last month my post on ODOT’s study on transit funding in the state. As I noted, the state of Ohio currently provides just $7.3 million per year for public transit from general revenue funds, equal to roughly 0.8% of total spending. Under Governor Kasich’s 2016-2017 budget, the state would increase that GRF contribution to $8.3 million, or a whopping 0.9% of spending. Accordingly, the Opportunity Corridor is just a variation on a theme – Ohio is apparently incapable of contributing more than 1% of funding for transit.
That ODOT study concluded that, within the next 10 years, the state of Ohio will need to increase its share of funding from 0.8% to 10%. That’s still a pittance compared to other states, which – as Greater Cleveland RTA CEO Joe Calabrese noted on WCPN – typically pitch in 20%. But it would a dramatic change of course here. If ODOT really cared about transit funding, perhaps it should have taken its own advice and increased the share of transit funding from the Opportunity Corridor to 10%. If the total project cost remained the same, that would have increased the money available to around $30 million, more than enough to offset the costs of upgrading the East 34th & 79th Street rapid stations. Of course, that didn’t happen, and it was never going to.
The more things change, the more they stay the same in this state.