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Up To Speed

Clifton Gaslight Market may open as soon as early 2013

Clifton Grocery Store To Reopen Early 2013

Clifton residents are close to being able to shop at a newly remodeled grocery store that has taken the place of Keller’s IGA after its closure in 2011. Although work on reopening the neighborhood grocery store had been delayed, Steve Goessling, who purchased the struggling store after it closed, is close to winning approval of a crucial development loan package that will relaunch the store with an expanded food selection more tuned to the neighborhoods needs. More from the Cincinnati Enquirer:

If all goes as planned, Goessling will accomplish a feat far more amazing than simply opening a new neighborhood market. He’ll prove that big things can happen when a business, a city and its people give their time, energy and money to a common cause, even in the worst economy. In this case, Goessling will bring back the fresh fruits and vegetables, meats, wines and beers that neighborhood shoppers sorely miss. He’ll return a business district anchor, recreate the neighborhood’s chief gathering place and likely make a nice living for himself, too.

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Business Development News

Group Health moves into new $27 million tower in Clifton

Group Health Associates is celebrating the opening of their new $27 million medical office building in Clifton today. The eight-story tower is connected to Good Samaritan Hospital at Clifton Avenue and Dixmyth Avenue. The existing building, located approximately a half-mile down the street at the corner of Martin Luther King Jr. Drive and Clifton Avenue, is scheduled to be imploded this September.

Both Group Health Associates and Good Samaritan Hospital are divisions of TriHealth, and TriHealth President and CEO, John Prout, reiterated the company’s’ commitment to servicing the urban core and contributing to Uptown’s vibrancy.

“This investment is part of TriHealth’s ongoing commitment to Uptown as a vibrant community, business center, education center, and medical hub for the region,” Prout told UrbanCincy. “And I add my thanks to all the private and public partners who helped make this a reality.”


Group Health’s new Clifton facility sits next to Good Samaritan Hospital along Dixmyth Avenue. Photograph by Jake Mecklenborg for UrbanCincy.

The 67,000-square-foot facility had been under construction since early 2011, and is considered to be state of the art. Individuals passing on the street will notice that the medical tower sits atop a five-story parking garage, but individuals using the facility will reportedly experience better access to physician specialists, a full service pharmacy and more integrated services as a result of being located on the Good Samaritan campus.

According to Group Health officials, the medical group will also begin offering neurology as a specialty and plans to add ten more physicians to round out the facilities services in September.

Construction of the new medical facility was made possible by low-cost financing from the Uptown Consortium through its Uptown Partners’ Loan Pool.

The land, however, was not readily available until the $4 million realignment of Dixmyth Avenue in 2006. Previously, the street had been located further south, with homes along its northern side. The street’s realignment made Good Samaritan Hospital’s recent expansion possible, along with the construction of the new Group Health facility.

The controversial road realignment eventually took 28 residential properties through the use of eminent domain, and was upheld in court against one hold out, Emma Dimasi. The project was seen as controversial at the time because while city officials claimed the realignment was for safety purposes, others speculated that it was to free up additional land next to the then constrained Good Samaritan Hospital site.

Just one year after the realignment of Dixmyth Avenue, in 2007, Good Samaritan commenced construction on a ten-story patient care tower.

Health care professionals say that the rapid expansion of health facilities is a response to the growing demand placed on the region’s health care system by an aging population. The issue of aging and expanding health care has been the subject of numerous studies highlighting this trend on the national and global scale. Regionally, it has justified the expansion of the hospitals in Uptown’s “Pill Hill”, including expansions at Cincinnati Children’s Medical Center and University Hospital in Corryville, and Christ Hospital in Mount Auburn.

The expanding local hospital system is offering improvements in health care services for the region’s aging population, and creating thousands of new high-paying jobs. At the same time, however, it is coming at the expense of historic neighborhoods and entire blocks of residential housing.

Such a tradeoff might be good for city coffers, but it will certainly do nothing to directly help Cincinnati’s ongoing struggle with population loss.

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Development News Opinion Politics

What’s the full story behind Cincinnati’s 50-year population decline?

Cincinnati, like all peer cities, recorded its peak population in the 1950 and has steadily lost residents since. Specifically, Cincinnati has lost 205,000, or 43 percent of its peak population of 503,998 as recorded by the U.S. Census Bureau. Meanwhile, the population of Cincinnati’s metropolitan statistical area has doubled to 2.2 million.

Contrary to the narrative perpetuated by those who practice the politics of decline, this loss of population is symptomatic not of variously corrupt or negligent city officials but is rather the outcome of social trends that have evolved well outside the purview of city government. What’s more, nationwide demographic trends and elevated living standards mean attracting 205,000 new residents would require the City of Cincinnati to transform itself physically into something entirely unlike what it is at present or was in 1950.


Cincinnati’s population has taken a recent downward trajectory, but there may be more to the story. Chart produced by UrbanCincy.

Demographic Changes since 1950
Entirely overlooked in the public discussion of city population decline is the end of the postwar “Baby Boom” which was enabled by the U.S. Food & Drug Administration’s (FDA) approval of oral contraceptives in 1960, and the U.S. Supreme Court’s legalization of abortion in 1973. Between 1960 and 1975, the number of annual live births in the United States fell from 4.25 million to 3.1 million.

An academic assessment of how the plummeting birthrate affected Cincinnati’s population could consume weeks of research. But the drop in family size, along with the proliferation of separations and divorces, means nearly all Cincinnati homes and apartment units that were occupied by large families in the 1950s are today occupied by fewer people.

So for Cincinnati to regain its lost 205,000 residents, the number of people residing in existing homes and apartment units must increase dramatically, and new construction must be populated at something higher than today’s prevailing density. With no reason to expect that Cincinnati’s birthrate will suddenly increase to that of impoverished countries, all population growth must come from the city’s suburbs or from outside the region. The wealthier the newcomer, the more living space they can afford. So paradoxically, the successful pursuit of top talent frustrates the task of fitting 205,000 new residents within Cincinnati’s existing city limits.

Loss of Residential Neighborhoods
Cincinnati’s municipal boundaries have not changed since it achieved its peak population in 1950, but thousands of prewar homes and apartments have since been replaced by non-residential structures. This means Cincinnati not only lost tens of thousands of residents for construction of expressways, light industry, and other purposes, but these properties are generally unavailable today for any effort to repopulate the city.

Cincinnati’s loss of residents and residential land was not limited to expressway construction and urban renewal projects. In the neighborhoods collectively known as Uptown, physical growth of universities, hospitals and other institutions has resulted in the demolition of over 1,000 homes and apartments since 1950.


The West End, shown here in 1959, was demolished shortly after from 1960 and 1963 for Interstate 75 and the Queensgate industrial park. Photograph by Dave Tunison.

The Politics of Population Decline
A variety of unscrupulous local politicians and media figures cleverly play two sides of Cincinnati’s population loss narrative. According to them, Cincinnati has lost population due to high crime, high taxes, and corrupt city governance. But should the city start attracting new residents, the perceived “bad element” will be pushed outside city limits and into the areas of those trumpeting this false narrative.

Therefore, with every avuncular call for Cincinnati to improve itself, these figures work to undermine the city’s capital improvements, and have succeeded in creating a suburban culture that looks upon the city and those who support it with deep suspicion. What’s more, those who play the politics of decline know that Cincinnati cannot physically house 205,000 more residents without construction of dozens of hi-rise apartment blocks. Such apartment clusters and the subway system necessary to move their residents throughout the city would be met with excited accusations of “communism”.

Certainly, Cincinnati would benefit from new residents, especially in its under-populated neighborhoods where many historic structures are at risk of demolition. The arrival of 205,000 residents within the city limits would resolve many of the city’s current problems but would force higher apartment rents, increase noise and traffic congestion, and would motivate the demolition of historic structures for new multistory apartments and commercial buildings.

So while virtually every old American city has lost population within its city limits since 1950, some of that loss has occurred for reasons unrelated to the commonly heard decline narrative. Family sizes are smaller, non-residential buildings have been built in some former residential areas, and new neighborhoods have formed outside city limits to house those displaced by commercial and institutional growth. Considering these realities, the City of Cincinnati will likely never again be the home of 504,000 people, and so should not measure itself against its former peak population.

 

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Business Development News

City leaders partner with Walnut Hills to advance two-way street conversions

Peebles Corner was once the scene of Cincinnati’s original uptown; however, the Walnut Hills neighborhood began to decline as people moved further away from the center city. The quality of the neighborhood’s historic fabric still echoes that grandeur.

Neighborhood leaders have now become accustomed to people driving past many of these buildings along McMillian Avenue, past Interstate 71 (I-71), at a speed much faster than the posted speed limit of 30mph. The one-way street allows drivers to move through Walnut Hills at a speed that threatens pedestrians and makes the business district an unpleasant place for someone to linger.

The negative impacts of one-way streets through urban neighborhoods have been long documented, and cities across the country are beginning to convert these stretches of roadway back to two-way traffic. Thus far there have been encouraging results.


Two-way street cross section for Walnut Hills. Rendering provided.

“The street design should help make the Walnut Hills business district a destination again, instead of serving as a raceway through the neighborhood,” said Vice Mayor Roxanne Qualls (C) in 2010 after introducing a motion to move forward with additional study work.

Qualls also believes that while streets should serve local traffic, they also need to create an atmosphere where people can live, work, shop, walk and bike safely.

In June 2012, Cincinnati City Council’s Livable Communities Committee met to discuss the proposed conversion of McMillian Avenue and William H. Taft in Walnut Hills. The conversion, which has been approved and will start this fall, will be in place on both streets east of I-71. Department of Transportation & Engineering (DOTE) officials and consultants from URS Corporation briefed the committee on the reconfiguration of both streets.

Kevin Wright, Executive Director of the Walnut Hills Redevelopment Foundation sees the change as part of a broader strategy to revitalize the Peeble’s Corner Business District.

“We think the two-way conversion is going to be a huge help in terms of both physical and economic development, but it’s important that we don’t view it as a panacea,” Wright told UrbanCincy. “Transportation improvements like this are essential to redevelopment efforts like ours, but in order to create real change we will also need to focus on safety, cleanliness, design, business development, and physical development; all of which we are working on now.”

The recommendation to transform the two streets in Walnut Hills came from the Uptown Access Study which examined the idea. Since that time, the City of Cincinnati has conducted eight public meetings on the issue, and looked at possible alternatives, like adding bicycle lanes to both streets.

The final choice made by the City was focused around maintaining traffic flow from the western portions of both streets across I-71, and eliminates parking on one side of the street.

“The design isn’t perfect, but is still a big step in the right direction,” explained Wright. “It is our hope that the corridor will look completely different two to three years from now, and that the city will look to make some modifications to the design of the street at that time.”

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Business Development Transportation

Metro to debut real-time arrival screens at transit centers

Metro will debut real-time arrival screens at its Government Square transit center on Friday. The announcement is part of a recent series of moves by the transit agency to modernize its operations.

Since 2010, Metro has implemented a new electronic fare payment system, GPS tracking, GoogleTransit interface, articulated buses, and a new westside commuter hub.

“We’re collecting more feedback from our riders with our Way To Go initiative,” explained Metro’s Public Affairs Manager, Jill Dunne. “We have already received close to 2,000 surveys online and in person at various events this summer, and these changes are adding the types of improvements that our riders want.”

The new real-time arrival screens at Government Square cost $11,200 each and will be positioned at each of the transit center’s eight shelters, with a master information board at the front of the Government Square booth at Fifth Street and Walnut Street.

According to Metro officials, bus departure times will appear on the boards 45 minutes before a bus is scheduled to depart from Government Square. The boards will then begin a real-time countdown once the bus is within 20 minutes of its scheduled departure time.

The real-time arrival upgrades were made possible thanks to an $8.2 million American Recovery & Reinvestment Act (ARRA) grant that funded Metro’s computer-aided dispatch and automatic vehicle location (CAD/AVL) technology in 2011, in addition to the new video boards.

The implementation of the real-time arrival boards at Government Square is just the beginning. Metro officials say that they will soon install the same technology at the new Glenway Crossing Transit Center and the Uptown Transit Hub which is scheduled to begin construction later this year.

In addition to the physical upgrades, transit officials say they plan to leverage the GPS tracking data to add real-time arrival information to its website, and debut a smartphone application within the next year.

The system updates do not, however, include open-source GPS data which is increasingly being more closely studied throughout the United States. Dunne says that Metro is working with their data vendor, and is working on developing these types of interfaces in 2013 through Google Transit Real Time Feed.

Real-time arrival board photograph by Jake Mecklenborg for UrbanCincy.