Tag: planning

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Up To Speed

What does the decline of the nuclear family mean for America’s cities?

What does the decline of the nuclear family mean for America’s cities?.

What has long been considered to be the traditional family household in America is changing. People are living longer, young individuals are putting off marriage, women are increasingly becoming dominant in the workforce, and same-sex couples are taking a more prominent role in our society. These changes mean a variety of things socially, but it also means that our types of housing are and need to continue to change. More from Urbanophile:

As affluent people who choose to remain childless remain in more urban areas, and those who choose to have kids live in suburban ones, we’ll have legitimate matters of interest driving them apart politically. In a piece called “Geographies in Conflict” I noted how different economic geographies in the same physical space is an inherent conflict. Red states and blue states don’t just have different political points of views. They increasingly do different things. If you are Texas and are in the business of energy, chemicals, logistics, and manufacturing, the things that you need to be successful are very different from a Silicon Valley or Manhattan, which specialize in ultra-high end, high value service industries. The conflicts are as much a product of legitimate self-interest as political philosophy.

I think we’ll see similar conflicts between the needs, wants, and desires of the childless urban population and those of the suburban families with kids. It’s kind of nice to do your shopping daily on foot or by bicycle at the local market and such when you don’t have three kids to buy for and haul around with you. Bloomberg’s proposed micro-apartments in New York are an example of a market designed to cater to singles, not families. It’s not a matter of one being good and another bad. It’s merely that singles (or childless married couples) and people with children have very different priorities and concerns in life.

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Business Development Transportation

Cincinnati City Leaders to Move Forward with Ohio’s First Bike Sharing System

A new study, prepared by Alta Planning + Design, has determined how and where a bicycle sharing system could be implemented in Cincinnati in a way that will compliment its expanding Bicycle Transportation Program.

The recently released report was called for by city leaders in May 2012, and identifies a 35-station, 350-bike system that would be built over two phases in Downtown, Over-the-Rhine, Pendleton, Clifton Heights, Corryville, Clifton, Avondale and the West End.

“We went into this study wanting the public to be a big part of the process. They contributed more than 300 suggestions for stations and cast nearly 2,000 votes,” said Michael Moore, Director of the Department of Transportation & Engineering (DOTE). “Thanks to all their input, this study helps ensure bike share is relevant and useful to the residents and commuters in the downtown neighborhoods.”


Several neighborhoods throughout the city were determined as potential areas to be included in a future Cincinnati bike share system. Map provided by Alta Planning + Design.

City officials also say that locations throughout northern Kentucky’s river cities were also popular, and would make for a logical expansion in the future should system arrangements be achieved.

According to the report, the 35 station locations were identified through public input and through a variety of suitability factors that include population density, percentage of residents between the ages of 20 and 40, employment density, mixture of uses and entertainment destinations, connectivity with existing and planned transit networks, and the terrain in the immediate area.

“In general, there are enough positive indicators to suggest that bike sharing is feasible in Cincinnati,” Alta Planning + Design wrote in the 49-page report. “There are no fatal flaws, although a smaller dependency on visitors and ordinances restricting advertising would need to be overcome to make the system financially viable.”

The financial viability of the project is particularly important in Cincinnati’s case as city officials have determined that a privately owned and operated system would be the best business model for Cincinnati.

Alta Planning + Design estimates that the potential 35-station system, spread throughout Downtown and Uptown, would cost approximately $2 million to construct and nearly $200,000 to operate annually. While user fees are expected to sustain a portion of the annual operating costs, system operators will most likely need a variance to city law to allow for advertising on the stations, as is commonplace for bike sharing systems throughout the world.

     
More than 2,000 responses helped determine public support for potential station locations [LEFT]. The initial system would be built out over two phases in Downtown and Uptown [RIGHT]. Maps provided by Alta Planning + Design.

“As of now we do not intend to invest any public funds in the system, other than in-kind assistance with marketing and station siting,” explained DOTE Senior City Planner Melissa McVay, who recently sat down to discuss Cincinnati’s bike culture on Episode #8 of The UrbanCincy Podcast.

Annual membership fees and hourly rates would be determined by the eventual company selected to operate the system, and would be contingent upon how much money could be raised through advertising and local sponsorships.

In addition to drilling into local details and demographics pertinent to a potential Cincinnati bike sharing system, the feasibility study also compared Cincinnati to other cities throughout North America that have operational bike sharing systems.

Through that analysis it was found that Cincinnati’s system would be smaller than those in Miami, Boston, Washington D.C., Montreal and Toronto, but that it would be larger than systems in San Antonio, Des Moines and Chattanooga. Cincinnati’s system is also anticipated to have a more favorable trip comparison, for the first year of operation, than both Minneapolis and Denver.

The report also estimates that Cincinnati’s system would attract 105,000 trips in its first year of operations, with that growing to 305,000 in year five once both Downtown and Uptown regions are operating, with approximately 25 percent of trips replacing a vehicle trip.

“We want Cincinnatians to be able to incorporate cycling into their daily routine, and a bike share program will help with that,” Moore explained. “Bike share helps introduce citizens to active transportation, it reduces the number of short auto trips in the urban core, and it promotes sustainable transportation options.”

The City of Cincinnati is expected to issue a request for proposals, within the next month, that will call for bids from an operator of the planned system. If all goes according to plan the Midwest’s sixth, and Ohio’s first, bike share system could become functional as early as the operator’s ability to acquire funding.

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Business Opinion

Downtown Cincinnati’s retail future probably not the shopping mall

[This is a guest editorial written by Eric Douglas in response to Episode #9 of The UrbanCincy Podcast which focused on urban retail planning – Randy.]

Do people visiting downtown do so to shop at a mall?

That’s the question I ask myself regarding Tower Place and downtown Cincinnati shopping. Across the region, the standard indoor shopping malls along I-275 that we have come to know, Tri-County Mall, Northgate Mall, Cincinnati Mall/Cincinnati Mills/Forest Fair Mall, and Anderson Towne Center/Beechmont Mall, all have had their struggles (if the rebrandings alone aren’t enough to prove that).

When architect Victor Gruen invented what we now know as the indoor mall in a 1952 and subsequently opened his first prototype in 1956 in Edina, Minnesota, it was not a totally original concept. Shopping galleries had existed in European cities, Cleveland’s Arcade, and Chicago’s Merchandise Mart well prior to the 1950’s.

Do urban shopping malls like Cincinnati’s Tower Place Mall still make sense?. Macy’s Fountain Place photograph by Randy A. Simes.

Though the region’s suburban shopping malls modeled after Gruen’s are different from the European Galleries and Tower Place in that they have two or three department stores anchoring the smaller stores and are within large seas of parking – something even Circle Centre Mall in Indianapolis and Water Tower Place in Chicago have. But what is also a commonality between Tower Place and other regional malls is that the post-1950’s indoor shopping mall experience is no longer desirable to consumers.

Now Kenwood Towne Center is thriving, and this does not include the decaying Kenwood Towne Place, the indoor shopping mall is not a complete and total failure in most markets, especially those more affluent like Kenwood, West Palm Beach, Troy, MI, etc., and most developers have acknowledged this by making malls outdoor “lifestyle centers”, but who’s to say that’s a viable alternative that will last half as long (30 years) as the indoor mall lived.

All this background sets the stage for the original question: do people visiting downtown want to shop at a mall?

Looking at the recent notable large-scale projects in and around downtown, all of them hearken back to traditional urban areas or city-led development: Fountain Square, obviously with its square or piazza, the Gateway Quarter’s shopping, and The Banks grid street layout. From these successful examples, the city should continue to not to try to reinvent or retrofit itself in order to compete in a form similar to the suburbs, it should in fact continue to try to be the exact opposite of the suburbs and their shopping experiences. It should strive to be what only cities and traditional neighborhoods can and have been for 200 years in America: true organic places that provide genuine experiences that shopping malls and strip malls cannot provide simply by their nature.

Strive to be New York’s Fifth Avenue or Chicago’s Michigan Avenue where shopping for Christmas presents is such an enjoyable experience, even in winter, it’s romanticized in movies and attracts people from other states just to shop. Don’t strive for another mall that any municipality with a highway interchange can attract. Be different.

If you have something on your mind, please send your thoughts to us at urbancincy@gmail.com. The UrbanCincy team will then review your submission and get back with you for further details about your guest editorial.

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Up To Speed

Remaking a Columbus suburb for the creative class

Remaking a Columbus suburb for the creative class.

Dublin, Ohio, the affluent suburban city northwest of Columbus, has studied a radical remaking of its built environment aimed to attract young professionals and empty-nesters. Kaid Benfield examines plans for Dublin’s Bridge Street Corridor: mixed-use buildings, walkable streets, and light rail in place of typical suburban sprawl. What suburban neighborhoods in Cincinnati could, and should, be taking similar approaches? More from Switchboard:

From talking to residents, businesses and community leaders, Goody, Clancy found that Dublin is facing increased competition from downtown Columbus, other suburbs, and other parts of the country for the young talent needed to supply the diverse, skilled workforce sought by modern employers…and recognized that it will be important to build in a way that creates and strengthens neighborhoods, not just adds to them; that development should strengthen, not diminish, the town’s historic district and character; that transportation choices and more complete streets would be required; that the community’s greenway and open space network can grow.

The firm believes that the Bridge Street Corridor is an appropriate place to focus, with significant redevelopment opportunity due to the presence of several large parcels of land under single ownership (including commercial properties well past their prime), and several property owners seeking higher-value uses for their land. Focusing on the corridor would also present opportunities for increasing connectivity and transportation access, while avoiding impacts on the community’s single-family neighborhoods, which mostly lie outside the study area.

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Up To Speed

Cincinnati a changed city since Reds’ last playoff run

Cincinnati a changed city since Reds’ last playoff run.

Those who haven’t been living under a rock for the past five years know that a lot has happened in Cincinnati’s center city during that time frame. On Sunday TBS’ announcers spoke highly of the transformation that has occurred in downtown Cincinnati since the Reds last playoff appearance in 2010, and with the eyes of the baseball world focused squarely on the city this evening, it seems as though the nation will get a front row seat to that progress. More from the Associated Press:

Less than two years ago, little more than a giant parking lot occupied the half-mile between the stadiums of the Cincinnati Reds and Bengals along the Ohio River.

After more than $600 million in new development between the two stadiums, there are now six distinct bars and restaurants, a popular riverfront park and high-end apartments that are touted as being “Cincinnati’s premier live-work-play destination” and charge rent in the thousands…A few blocks over is a new $322 million, 41-story office tower that’s the tallest building in the city, and a 20-minute walk away is the trendy Over-the-Rhine historic district that used to be best known as a haven for crime and the site of the city’s 2001 race riots. Now dozens of bedraggled buildings in the district have been renovated into popular bars and restaurants and a once crime-prone park has undergone a $48 million makeover to become one of the city’s best venues for concerts, outdoor movie viewings and flea markets.