Category: Opinion

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Reimagined Brent Spence Bridge alignment could prove to be financial windfall for Cincinnati

On Tuesday April 24 and Wednesday April 25 residents will have a chance to voice their concerns about the preferred Brent Spence Bridge design alternative, currently known as Alternative I at Longworth Hall. The proposal would build a new bridge adjacent to the existing Brent Spence Bridge.

The process, which began in 2004, has a nebulous future ahead of it with uncertainty pertaining to future funding from a new federal transportation bill. Recently, state officials have said that parts of the overall rebuild of I-75 through Cincinnati may be delayed for up to fifteen years. The new funding paradigm has left local leaders on both sides of the river talking about public-private partnerships. Because of this uncertain future, it may be possible to reexamine one of the bridge options not pursued.


More than two dozen new city blocks would be able to generate in excess of $200 million annually in property tax revenue alone, should the new Brent Spence Bridge be shifted west. Rendering from Revive I-75 Study.

In 2010, the City of Cincinnati hired consultants to conduct several workgroups along the Interstate 75 corridor within the city limits. The study, named Revive I-75, addressed ways to mitigate the impact of the expanded highway on the surrounding urban neighborhoods. What also came out of the study was a visualization of the possible configuration of a new bridge for I-75 on the opposite side of Longworth Hall that would have allowed for the expansion of the Central Business District.

At the time there were several alignment configurations under study that would have moved the new bridge west of Longworth Hall, shrinking the amount of land the spaghetti-like on ramps use to connect I-71 to I-75 and the bridge. These alternatives were embodied in Alternatives A & B in the Brent Spence Bridge Corridor study. Yet both alternatives were removed from consideration citing environmental impacts and cost concerns. One of the arguments raised in opposition to the proposal was that that the city would lose valuable tax revenue from the affected industrial businesses in Queensgate.

However; according to urban economists such as Joe Minicozzi and Peter Katz, multi-story mixed use development actually brings in the most tax revenue for local jurisdictions when compared to single use facilities. In their study on Sarasota, Florida, it was found that a local mall generated only $22,000 in tax revenue per acre whereas a 17-story mixed use tower generated $1.01 million in tax revenue per acre. Since the 2010 study, Minicozzi has performed the same study in over fifteen different municipalities with similar results.

In a recent article written by Emily Badger, she summarizes several pertinent studies and surmises that, “We tend to think that broke cities have two options: raise taxes, or cut services. Minicozzi, though, is trying to point to the basic but long-buried math of our tax system that cities should be exploiting instead: Per-acre, our downtowns have the potential to generate so much more public wealth than low-density subdivisions or massive malls by the highway. And for all that revenue they bring in, downtowns cost considerably less to maintain in public services and infrastructure.”


Shifting the new Brent Spence Bridge to the west would allow downtown Cincinnati to be relieved from the existing and proposed entanglement of highway ramps. Rendering from Revive I-75 study.

A land use analysis performed by the UrbanCincy team found that the alternatives presented and illustrated in the Revive-75 documents would increase the amount of new land available in the Central Business District by roughly 33 percent. Approximately 25 new city blocks would be created under the proposal, freeing up land that is currently taken up by the expansive tangle of roadways that connect I-75, I-71 and the Brent Spence Bridge.

This would be accomplished by maintaining the ramps that connect I-71 to the Brent Spence Bridge and extending Fort Washington Way west, becoming the Third Street Expressway. This expressway will later align with the Sixth Street Expressway after connecting to the new bridge alignment west of Longworth Hall. The street grid would then be reestablished and developable real estate could be maximized on the newly reclaimed land. Based on the research provided from Minicozzi and Katz, UrbanCincy estimates that the taxable revenue capture could be more than $200 million from property taxes alone.

Such a move would not only allow for a sizable expansion of the Central Business District, but it would also create available land for a future expansion of the Duke Energy Convention Center. In a time when public agencies are trying to do more with less, this is a perfect opportunity to create more tax-productive property in the heart of the Cincinnati region. Moving the new bridge west is a solution that city, county and local business leaders should all support.

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Business Development News Opinion

Rate of tower construction accelerated in Cincinnati in the 1960s

While 1960 to 1990 is often thought of as a low point for the architecture, planning and engineering professions for a variety of reasons, it turns out it was also one of the more active time periods in terms of construction.

Cincinnati is well known for being an old-growth city that acquired its urban form either during the 1800s or early 20th century. But the central business district that defines the city’s skyline, and thus the region’s national and international image, was largely built during that time frame.

While researching contemporary boom periods in Cincinnati, UrbanCincy dove a little deeper into the data and broke down the construction trends for buildings over 100 feet (8-10 floors) in height. While much growth occurred during the 1800s, only three structures over 100 feet were constructed during that century – Roebling Suspension Bridge, City Hall and the Shillito Building.

There was an initial surge in construction of buildings with this minimum height from 1900 to 1929 which included the construction of 35 such structures. There was then a lull from 1930 to 1959 as global wars took their toll on domestic building projects. Cincinnati then went on a three-decade surge of high-rise construction that included 61 new towers at least 100 feet in height.

Since 1990, the trend has been fairly steady with an average of eight new towers being constructed each decade. While analyzing contemporary patterns, it appeared as if Cincinnati was on a trend to exceed that average set by the past 30 years.

The region is barely into the next decade, but two towers of more than 100 feet have already been completed including the city’s new tallest tower. There are also plans on the books to construct another six towers (TBD Hotel at The Banks, Office Tower at The Banks, dunnhumbyUSA Tower, Christ Hospital Research Tower, Children’s Hospital Research Tower, Holiday Inn Hotel & Suites) in the near future.

Additionally, there is a strong likelihood for more tower construction through other lingering development plans (SouthShore 2, Hotel at Horseshoe Casino, Ovation, One River Place).

Tower construction in this decade may indeed surpass recent averages, but the large share of new construction in Cincinnati is actually made up of low- to mid-rise structures. What do you think…has the trend towards skyscrapers begun to wear off in favor of more human-scale development?

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News Opinion

Is Cincinnati in the midst of a contemporary golden age?

Cincinnati is a city that lacks significant amounts of either in- or out-migration. This results in a relatively stable population base, and relatively predictable social trends. What it also means is that people often linger on the “good” or “bad” times they remember most.

The Cincinnati of today is one notably different from the Cincinnati of the past 20 years, however, many Baby Boomers reminisce about the golden years of downtown – that is the time when new office towers were being constructed and both the Reds and Bengals were winning.

Between 1970 and 1990, downtown saw the construction of 29 new buildings with at least ten floors. During the same time, the Reds won three World Series championships and the Bengals went to two Super Bowls. One could argue that these were the most recent boom times in Cincinnati history and, as a result, those that experienced the time period first-hand have written a narrative that it was a high point followed by precipitous decline.


2012 Reds Opening Day outside of Great American Ball Park. Photograph courtesy of The Banks.

This narrative was mostly true until the past half-decade. Cincinnati’s 21st century got off to a tumultuous start, but has otherwise been defined by success throughout the urban core. New hotels, office towers, residential midrises, nightlife, and shops have sprung up all throughout the Central Business District, and Over-the-Rhine is in the midst of one of the most dramatic urban transformations in American history.

At the same time, non-urban enthusiasts have been reinvigorated by the success of the Reds and Bengals on the field which has been now joined by the emergence of the University of Cincinnati as a major division one athletics program.

The combination of these two seemingly non-connected movements was perhaps most evident on Reds Opening Day this past Thursday. It was estimated that the largest crowd in history – 100,000 – gathered for the93-year-old Findlay Market Opening Day Parade. Many of those baseball revelers then conveyed at The Banks for what turned into a massive block party outside Great American Ball Park where a record crowd gathered to watch the Reds beat the Marlins on day one of the 2012 season.

Several new office towers, residential midrises and hotels are scheduled to be built in the coming years. This is in addition to the ongoing work on the Cincinnati Streetcar, Horseshoe Casino, Smale Riverfront Park, 21c Museum Hotel, and continued transformations in historic Over-the-Rhine.

All of this bodes well for continued success throughout the rest of the decade. And while it may still be early, Cincinnati’s Gen Xers and Millennials may eventually look back on the time between 2005 and 2025 as the golden years for their generation in the Queen City. The Baby Boomers established Cincinnati’s center city as an economic powerhouse regionally, and it appears that their children are positioning Cincinnati to be a diverse, resilient city for generations to come.

The city’s back. Back the city.

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Business Development News Opinion

Downtown Cincinnati poised for surge of residential conversions

Developers are in the process of transforming the 85-year-old Federal Reserve Tower at Fourth and Race into 88 apartments after serving as an office structure for its entire life. The process is one being undertaken in old cities all across the United States – transforming old office buildings into unique residences.

In addition to the Federal Reserve Tower, the 86-year-old Enquirer Building on Vine Street has also had an apartment conversion planned. In the wake of the opening of the Great American Tower at Queen City Square, there appears to be many more candidates ripe for such conversion.


The Federal Reserve Tower [LEFT] is currently being transformed into 88 apartments, while the Enquirer Building [RIGHT] awaits new financing. Photographs by Thadd Fiala for UrbanCincy.

“Residential is a great use for older buildings as opposed to office uses,” said David Ginsburg, President and CEO of Downtown Cincinnati Inc. (DCI). “Older buildings provide a sense of place, history and elegance, and they lend themselves to mixed uses with retail on the first floor.”

In addition to the romantic appeal, Ginsburg also says that the economics make a lot of sense with apartment occupancy rates consistently above 90 percent, and some cases of waiting lists throughout the Central Business District, Over-the-Rhine and at The Banks.

Additional housing downtown, community leaders say, is important because those residents are customers for the restaurants and retail stores outside of normal office hours. Ginsburg adds that those city dwellers also provide a level of density that helps promote the perception and reality of a safe urban core.

According to DCI officials, developers have expressed interest in converting additional historic office towers into residences, but declined to comment as to which structures or which developers are expressing interest.


The historic Tri-State Building [LEFT] and Bartlett Building [RIGHT] sit underutilized and offer large amounts of potential residential space in the heart of the CBD. Photographs by Thadd Fiala for UrbanCincy.

In October 2010, UrbanCincy identified two historic office towers, in addition to the Enquirer Building and Federal Reserve Tower, which appear to be perfect candidates to be transformed into residential apartments.

1. Tri-State Building (Fifth & Walnut); 109 years old
2. Bartlett Building (Fourth & Walnut); 111 years old

Ginsburg concluded by stating that living downtown is the sustainable choice for the more than 12,000 current residents, and any future people considering the area for their next home.

“Given the high cost of gasoline, the density of downtown is helpful,” Ginsburg concluded. “Trips are shorter and walking and bicycling become more prevalent. As public transportation evolves, there will be less need for cars, especially multi-car households, which will help the economy and the ecology.”

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News Opinion Politics Transportation

EDITORIAL: Cincinnati Leaders Should Rethink Planned Rail, Trail Systems

Ten days ago UrbanCincy sounded the alarm on the proposed Wasson Way Trail, and we feel that due to the large amount of feedback that further explanation is needed.

Tomorrow at 12pm, City Council’s Strategic Growth Committee will discuss the proposal that would turn the Wasson Corridor from a railroad right-of-way into a recreational trail. What UrbanCincy is urging City Council to require is a minimum of 28 feet worth of right-of-way preserved for future light rail use.

Standard designs for bi-directional light rail traffic require a minimum of 28 feet of right-of-way. Along some portions of the Wasson Corridor it may very well be possible to accommodate 28 feet for light rail, plus additional right-of-way for the proposed recreational trail, and in those segments it may make sense to get started.


Looking east as the Wasson Line crosses over Interstate 71. Photograph by Jake Mecklenborg for UrbanCincy.

While there is no funding currently in place to build light rail along the Wasson Corridor, it would be short-sighted to remove one of the best rail transit corridors in the city. This was previously done on Cincinnati’s west side when an abandoned railway used by freight and passenger rail traffic was abandoned and then allowed to be built over and occupied by the Glenway Crossings retail center.

Allowing this to take place offered city and county leaders to reap the rewards of a short-term boost, but it has also created a situation that makes building light rail to Cincinnati’s western suburbs almost impossible. This same thing could happen to Cincinnati’s eastern suburbs should the Wasson Corridor be used by a recreational trail.

Proponents of the Wasson Way Trail project made it clear that many of the supporters also want to see light rail eventually happen, but that we should not wait until that day comes to improve the visual appearance of the corridor. Case studies from all over the United States show, however, that once a former rail line is converted into another use, it is almost always an impossible political task to take that land back for rail purposes.


2002 regional light rail plan for Cincinnati.

In the larger scheme of things, UrbanCincy believes that regional leaders need to take a step back and ask themselves why we are still discussing commuter rail along the Ohio River, and a recreational trail through densely populated city neighborhoods. The priorities should be reversed, and the Oasis Line along the Ohio River should be converted into a recreational trail while the Wasson Line is preserved for future light rail use.

It is estimated that the Wasson Light Rail Line would attract three times the number of riders than the Oasis Commuter Rail Line, while also being significantly less expensive to build and operate. Futhermore, when discussions were held about the Oasis Line, residents and property owners along the line voiced their opposition to such activity and have conversely expressed interest in seeing the railway converted into a recreational trail.

City and regional leaders should maintain the natural beauty of the Ohio River and turn the Oasis Line into an attractive recreational trail that can connect into existing trail networks to the east, and the Wasson Line should be preserved for light rail use in the future. It may seem frustrating to leave the Wasson Line in its current state of appearance, but it will be much more frustrating to jeopardize one of the best potential light rail corridors envisioned for the region.