Tag: urban design

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Business Development News

Cincinnati Children’s Hospital to construct $180M research tower

Cincinnati Children’s Hospital Medical Center has confirmed plans for a new uptown research tower. Hospital officials say that construction on the new $180 million, 15-story tower will begin June of this year.

Work at the congested site will be performed by Messer Construction and is expected to be completed by summer 2015. The possibility of such a project was first reported on by the Business Courier last month.

The new tower will be located immediately next to, and integrated with a research tower Cincinnati Children’s completed in 2007. Officials declined to comment on future employment numbers at the new tower, but did state that the adjacent 11-story tower houses approximately 1,100 employees.


The $180 million Clinical Research Building will make Cincinnati Children’s Hospital the largest pediatric research center in the United States. Renderings provided.

In a memo obtained by UrbanCincy, Dr. Arnold Strauss, director of the Cincinnati Children’s Research Foundation, stated, “In the five years since Location S opened, our research enterprise has greatly flourished. The construction of this Clinical Sciences Building will provide that room to grow, but will also allow consolidation of research efforts now occurring at the Oak campus, back together with our Clinical & Translational Research Clinic.”

Dr. Strauss believes that the 425,000 square feet of new research space will improve efficiency and increase the scope of the hospital’s patient-oriented research, while also delving deeper into childhood disease issues.

The contemporary tower will include new laboratories, an outpatient clinic, imaging facility, office space, supporting infrastructure, and was designed by a team of architecture firms including GBBN Architects, HDR, Inc., and Geier Brown Renfrow Architects.

“This new space will enable us to attract and retain more of the world’s top-notch researchers, innovators and clinicians who want to be at the leading edge of discovery,” Michael Fisher, president and CEO of Cincinnati Children’s, stated in a prepared release.

Hospital officials say that the project is being financed through a combination of operating cash and investments, future operating cash flows and private donations. The new building is one of six towers at least 100 feet in height UrbanCincy projects to be built over the remainder of the decade in Cincinnati.

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Business Development News Opinion Transportation

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 Politics Transportation

Cincinnati City Council prepares to take action against urban parking mandates

Unused Parking at The Banks [Randy Simes]

Cincinnati Vice Mayor Roxanne Qualls (C) has introduced a motion co-sponsored by Councilmembers Laure Quinlivan (D), Chris Seelbach (D), Yvette Simpson (D), Cecil Thomas (D) and Wendell Young (D) to eliminate minimum parking requirements in historic Over-the-Rhine and the Central Business District.

Citing other urban examples such as Nashville, Portland, San Francisco, Seattle, and Tacoma, Qualls stated that, “Cities are recognizing that allowing the market to function will produce a better result. If a developer wants to build an 800-room hotel without providing any parking, that’s probably not going to meet the demands of the market. But if a developer can sell or rent his units without meeting minimum parking requirements, then there is no need for them.”

The motion cited that current regulations require at least one parking space per dwelling unit and that providing parking can be a costly impediment to developers looking to invest in older buildings in the region’s urban core. That motion has been referred to the Livable Communities Committee, chaired by Vice Mayor Qualls, and could go before the full city council soon after.


The new Central Riverfront Garage will soon be built over with new businesses, residences and even more parking mandated by law. Photograph by Randy A. Simes for UrbanCincy.

Chad Munitz, Executive Vice President of Development and Operations of the Cincinnati Center City Development Corporation (3CDC), estimates that parking mandates cost urban developers $5,000 for one surface parking space and $25,000 for a structured parking space on average. The increased cost associated with that parking, Munitz says, is then passed on to the consumer and raises the price of a residential unit by as much as $25,000.

The announcement comes just two weeks after UrbanCincy proposed three solutions for reforming Cincinnati’s urban parking policies. One of those solutions included the idea of eliminating minimum parking requirements.

Expanding on the impacts of eliminating parking requirements, Nashville urban planner Joni Priest indicated that removing parking minimums did not reduce the number of parking spaces developed for new downtown projects. Instead removing parking requirements allowed the preservation of historic buildings by allowing developers to become more creative in developing parking strategies such as shared off-site parking agreements, and it prepared the city for long-term transportation infrastructure improvements.

“Nashville has built two new parking structures in recent years – one in conjunction with the new downtown library and the other beneath a civic lawn in front of the county courthouse,” explained Priest. “These parking structures are near the oldest parts of downtown.”

Priest highlighted The Stahlman development as an example of a historic building that was revitalized because of the removed parking restrictions. The historic 12-story office building was rehabilitated into apartments, and sits directly across from the civic lawn that has parking beneath it. One parking space, Priest explained, is included in the rental price and additional spaces are available.

“The Stahlman has been a big success because it is a great building with a great view in the heart of a great city, but also because the developer was able to find a practical solution to a problem that plagues historic structures,” concluded Priest who went on to say that similar stories can be told for other developments near Nashville’s library garage.


Small businesses in neighborhoods like historic Over-the-Rhine often stuggle to provide minimum parking requirements drafted with suburban business models in mind. Photograph by Randy A. Simes for UrbanCincy.

The expansion and renovation of Washington Park offers a similar opportunity in Cincinnati’s historic Over-the-Rhine neighborhood where a great deal of new investment is taking place. Additionally, the results from Nashville seem to find that easing parking requirements would immediately make it easier to convert historic office buildings into residential uses.

The idea, policy makers say, is to allow the free market to operate within an urban context and allow cities like Nashville to anticipate increased demand for non-automobile forms of transportation.

“Removing the parking requirements from downtown zoning allows flexibility for site-specific and program-specific solutions. Flexibility is key in urban environments,” said Priest. “As downtown becomes more comfortable for pedestrians, cyclists and transit users, new development will have the flexibility to build less parking.”

As investment continues to spike in Cincinnati’s urban core, and construction work moves forward on the city’s new streetcar system, it becomes increasingly clear that the policy shift is more about lifestyle options than anything else.

“If you walk through Over-the-Rhine during a snowy winter, you’ll see cars in the surface parking lots covered with snow that has never been dusted off because they haven’t been driven in weeks,” Munitz said. “The convenience sought by downtown residents is not instant access to a car – it’s the ability to live without a car.”

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Arts & Entertainment Business Development News

Ensemble Theatre debuts new brand design, recommits to $6.5M capital campaign

Leadership at the Ensemble Theatre of Cincinnati (ETC) announced a renewed commitment to its $6.5 million Next Stage Capital Campaign on Monday. The announcement was coordinated with the debut of a new website and brand design intended to reaffirm the institution’s position within Over-the-Rhine.

The ETC says that the new website and brand design are an evolution of the theatre’s brand, and were developed in coordination with Cincinnati-based brand management firm LPK.


New brand design, developed by LPK, for the Ensemble Theatre of Cincinnati.

The non-profit theatre organization had been largely quiet since first announcing a multi-million capital campaign in 2008. The money, ETC officials say, will be used to expand lobby space, upgrade electrical and HVAC equipment, and add new seats and other amenities for patrons. All renovation plans have been developed with GBBN Architects and Messer Construction.

“We are thrilled that with so many improvements in the Over-the-Rhine Gateway Quarter over just the past few years, along with the renovation of Washington Park, there is so much renewed energy in the area and it makes sense to plan for ETC’s next chapter,” explained ETC’s communications and development manager, Jocelyn Meyer.

To date, ETC officials say they have raised more than one million dollars towards the campaign thanks in large part to a $1.2 million grant from the Ohio Cultural Facilities Commission.

Prior to raising the rest of the money necessary to embark on its major renovations, ETC officials will repaint the building façade at 1127 Vine Street and add new banners to help distinguish the theatre along the busy Vine Street corridor.

“This will help to draw new patrons to our theatre who may not be as familiar with our performing space,” stated Meyer. “We’re truly honored to share this neighborhood with a wide variety of unique restaurants and shop…and hope this next step for Ensemble Theatre will not only propel the organization forward, but will also contribute substantially to the Gateway Quarter’s value.”

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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?