The Random Columbus Photos 4 edition takes a look back at Downtown in the 1980s.
Date Photo Taken: 1989 Photo Location: Looking west on Broad Street from LeVeque Tower. This photo is interesting for a few reasons. First, it shows the beginning of construction to replace the Broad Street Bridge over the Scioto River. After the Great Flood of 1913 destroyed an earlier Broad Street Bridge, the one in the photo was finished in 1921. By the early 1980s, the bridge was rapidly deteriorating and the decision was made to replace it. It’s reconstruction start, however, was delayed until 1988 due to a contract to keep the Columbus 500 auto race going, which used the bridge. The nearly identical new bridge was completed in 1992 at a cost of $13.2 million. Across the bridge is the Scioto Peninsula. On the right is Vets Memorial, built in the 1950s and recently demolished to make way for a new memorial and museum as part of the redevelopment of the peninsula. On the left is the old Central High School, years before it was converted into COSI’s new location. Also of note are warehouse and other buildings that still existed on the peninsula, remnants of when this area was largely manufacturing. These were mostly demolished in the 1990s and early 2000s and were left as vacant lots for well over a decade, some of them becoming parking lots for COSI. These lots will soon become part of a large mixed-use development and park.
Believe it or not, 32 years ago and long before the urban revival began in earnest, a paid study of High Street in 1984 by a Barton-Aschman Associates of Washington, DC, made the ahead-of-its-time suggestion of a High Street road diet through Downtown. High Street had been studied over and over again since 1972 in order to figure out how to reduce traffic, but this was the most radical one to come out of them all- at least until 2010.
When the 1984 study was released, it contained the following suggestions: -Reducing High from 6 lanes to 4. -Restricting traffic to buses, taxis and emergency vehicles Monday-Friday from 7am-6:30PM. -Rebuilding the street to include pedestrian/bike friendly infrastructure and new landscaping. -A new transit mall. The changes would’ve included 11 blocks between Fulton Street and Nationwide Boulevard.
Inexplicably, the $25 million plan was endorsed by just about everyone at first, from the City of Columbus, COTA, local business owners, the Chamber of Commerce and other community leaders. There was even funding for it, through a mix from COTA and the US Urban Mass Transit Association. The plan was hailed as transformative and was thought to be a plan to create a “world-class” street. At the time, very few cities had done anything like this.
But then what always seems to happen in Columbus… happened again. Slowly, opposition built up. First, city leaders didn’t really like the 30-year commitment required for the transit mall. Then Les Wexner, a prominent and very influential member of the Chamber of Commerce at the time, publicly spoke out against the plan, which gradually convinced more and more to oppose it. It seems no shock that Wexner was opposed to such a forward-thinking urban plan considering that his dream community he would be primarily responsible for exploding- New Albany- largely eschews such concepts even to this day. The final nail however may have been the departure of James Reading, who was the general manager of COTA at the time. Reading would accept a job in Santa Clara, California, and since he was considered the “glue” that held the project together, things fell apart thereafter. Reading’s departure would have a much more widespread impact on Columbus’ transit future than just the High Street project, as he had also been a big proponent of rail transit. Early-mid 1980s proposals to bring rail to the city also largely died after he left, as his replacement shared little to none of Reading’s vision. Instead, his replacement, Richard Simonetta, largely focused on getting COTA’s bus service out of the red instead of spending time and energy on potential transit expansion. It’s hard to speculate what could’ve been, but there is a distinct possibility that High Street and transit would be very different in Columbus had Reading stayed in the city. Santa Clara today has more than 80 bus lines, 3 light rail lines and is building a dedicated-lane BRT system.
In any case, the Chamber of Commerce officially pulled support for the High project in July 1985. No alternative plan existed at the time, and for the next few years the city struggled to come up with something else with little to show for it. Ultimately, High Street pretty much stayed as it was. It was not until 2010 that the road diet idea would show up again, but this was focused more for Broad Street than High. The diet plan was officially adopted in 2012, but as of this writing, there has been no movement on the project.
