Tag: planning

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Up To Speed

Immigration Can Stabilize City Housing Market

Immigration Can Stabilize City Housing Market

As immigration reform is discussed on the national level, several cities have taken the lead in accepting more immigrants. This has led to an influx of population which have stabilized housing markets in several cities. A few months ago we discussed this issue on the UrbanCincy podcast and examined how the issue is affecting Cincinnati.  More from the Atlantic Cities:

Broadly, this implies that immigrants help boost housing markets, in much the same way that they’ve been shown in the past to shore up aging populations where large numbers of workers are retiring out of the workforce. And they’ve had the greatest impact boosting the housing market in areas that could use it most – specifically, in shrinking Rust Belt cities, or in the deteriorating neighborhoods of major metropolitan areas where it’s elsewhere unaffordable to live.

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Business Development News Transportation

Design Options for $2.7B Brent Spence Bridge Project Narrowed

Planned Brent Spence Bridge Approach

The Federal Highway Administration (FHWA) issued a “Finding of No Significant Impact” (FONSI) for the $2.7 billion Brent Spence Bridge Replacement & Rehabilitation project last August.

The finding means that the project can move forward to its next phase of work with the current proposed alignment, which is not expected to change much from this point. The alignment included in the FONSI includes a number of interesting features different from what exists on the site today.

Consolidated Footprint:
One of the most notable pieces of the plan is a consolidated footprint. While it still includes a web of ramps at the southwestern edge of the central business district, the project does eliminate a flyover ramp currently not in use, and consolidates the existing footprint of ramps leading to the new and existing bridge, and Fort Washington Way.

The approved alignment also preserves the existing dunnhumbyUSA building that was thought to be in the way for the rebuilt interstate network.

A final, and perhaps the most significant, result of the consolidated footprint is additional land along Central Avenue in between Fourth Street and Sixth Street.

This land could be used for one of a number of things, but there is currently the Cincinnati Fire Fighters Memorial at the corner of Fifth Street and Central Avenue, which could be moved south one block across the street from the Company 14 and Fire Headquarters building, and allow for the long-desired expansion of the Duke Energy Convention Center.

Leadership at the Cincinnati USA Convention & Visitors Bureau declined to comment on any plans to expand the convention center until plans are finalized for the Brent Spence Bridge project, and the agency has time to review them.

The alternatives moving forward also call for a portion of historic Longworth Hall to be demolished to make room for the new bridge. Additionally, the existing Duke Energy Substation will need to be relocated, which project officials say has already been discussed with the energy provider.

Brent Spence Bridge Design Alternative 1 Brent Spence Bridge Design Alternative 2
Design Alternative 1 [LEFT] would appear similar to the ‘Big Mac’ Bridge upriver, while Design Alternative 2 [RIGHT] would introduce a two-tower, cable-stayed bridge to the Cincinnati waterfront. Renderings provided.

Architectural Design:
While separate from the issued FONSI, project officials have also narrowed down the design options for the bridge itself. Perhaps the most eye-catching of the options, the single-tower cable-stayed bridge ($646 million), has been eliminated due to its higher safety and engineering risks.

What is left is the arch bridge design ($571 million), similar to the Daniel Carter Beard ‘Big Mac’ Bridge, and the double-tower cable-stayed bridge ($669 million). Both, officials say, would have fewer risks involved and would allow the project to move forward on a more predictable schedule.

Next Stages:
Project officials are currently finalizing action plans based on the Began Value for Money (VfM) study, and hope to begin the necessary right-of-way acquisition process this year.

Should the States of Ohio and Kentucky choose to pursue a public-private partnership (P3) financing model; officials say that they will issue an RFP for that sometime next year. Construction could begin as early as 2015 if the current schedule continues to be met.

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Up To Speed

Chicago Improves Protected Bicycle Lanes

Chicago Improves Protected Bicycle Lanes

Although protected bicycle lanes help improve cyclist safety from automobile accidents, Chicago is looking to further reduce conflicts between bicyclists and pedestrians by making some enhancements including traffic lights directed towards cyclists. These are lessons that Cincinnati may be able to implement as the city expands its bicycle network. More from the Chicago Tribune:

From 2006 to 2011, there were 1,140 reported crashes on this part of Dearborn, city records show. Pedestrians and bicyclists were involved in more than half of the accidents that included injuries.

Authorities and bicycling advocates expect accidents will decline on Dearborn and other streets that get protected bike lanes.

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Development News Transportation

Bike Lanes Included as Part of Cincinnati’s Annual Street Rehabilitation Program

The City of Cincinnati kicked off its annual street rehabilitation program last week. This year’s program will focus work on 113 segments of roadway in 22 neighborhoods.

According to officials within Cincinnati’s Department of Transportation & Engineering (DOTE), the 2013 Street Rehabilitation Program will include work that replaces layers of deteriorated paving with new surfacing, fixes problem areas where needed, and then install new curb work as necessary.

While the primary focus of the program is to rebuild streets and curbs, it also offers the city the opportunity to implement components of its city-wide bike plan.

Gilbert Avenue Green Bike Lane
Recently installed bike lane with green markings on Gilbert Avenue heading south into the central business district. Image provided.

“Installing bike lanes in conjunction with the street rehabilitation program really gives us the best bang for our buck,” explained Mel McVay, senior city planner with the DOTE. “In this case, city council has already allocated money for repaving the street, so the cost to the bike program of the additional stripe for the bike lane is really minimal.”

Through this program, five streets will see new bike facilities installed over the course of the coming months as streets are rebuilt through the summer and fall.

The biggest stretch of roadway that will see a new bike facility installed under this program will be Winton Road in Spring Grove Village, where a 1.8-mile stretch will see a shared path put in place when the roadway is rebuilt.

In the West End and Queensgate, buffered bike lanes will be installed along Bank Street from Linn Street to Dalton Avenue. Meanwhile, bike lanes will be installed on Dalton Avenue between Linn Street and Eighth Street, and on Western Avenue between Hopkins Street and Findlay Street.

McVay says that the “buffered” bike lanes will include a striped buffer area of three to four feet separating the travel lane and the bike lane. Within the city, both Beechmont Avenue and E. Mitchell Avenue currently include buffered bike lanes.

The final piece of bike-related work to be completed as part of the 2013 Street Rehabilitation Program will be a climbing lane on Woolper Avenue between Vine Street and Clifton Avenue.

Additional bike projects are in the works besides the five to be completed as part of this program, but the lack of funding and political will continues to serve as barriers to doing more.

With the improvements on-tap for the remainder of this year, the City of Cincinnati will be just less than halfway toward its goal of installing 104 miles of on-street bike facilities by 2015

The Bicycle Transportation Plan, which was adopted in June 2010, includes an ultimate goal of installing 454 miles of on-street and off-street bike facilities by 2025.

“At this point, working with the street rehabilitation program is really our best opportunity to significantly increase the number of bike lanes around the city,” McVay concluded.

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Development News Transportation

What’s for Cincinnati to Learn From the Indianapolis Cultural Trail?

Unlike Cincinnati, Indianapolis has wide streets. The streets are so wide that there is room to do some neat things within the right-of-way with regards to non-automobile forms of transportation.

As a result, Indianapolis Mayor Greg Ballard (R) made it a priority of his administration to not only support the eight-mile Indianapolis Cultural Trail, but to create a city-wide bicycle network that he hopes will have 200 miles by 2015.

It’s a steep change for a city that had virtually no on-street bike lanes in 2007, and only 70 to 75 miles of on-street bike lanes now.

“It feels different when you’re riding a bike, because of how it’s been built and what’s underneath it,” Mayor Ballard told Clarence Eckerson Jr. from Streetfilms. “It’s the part about connecting up everything that’s really made a dramatic impact and is getting the international attention.”

The $63 million project was largely funded through private contributions, and has now created a physically separated pedestrian and bicycle facility that connects many of the city’s significant attractions and center city neighborhoods.

As Cincinnati works on developing a bicycle network of its own, complete with physically separated facilities like the Cultural Trail, what do you think the Queen City should do the same or do differently?