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Development News

Clifton Plaza an early success, improvements needed

Clifton Plaza took the place of the former Bender Optical building along Ludlow Avenue in the heart of Clifton’s vibrant neighborhood business district.  Early on in its concept people were concerned whether more open space was needed, or whether more businesses and people were needed in that central location.  After seeing the results of a recently completed streetscaping project in combination with the new Clifton Plaza, it now appears that additional public space was very much in demand.

The new public space created along Telford Avenue added simple, yet functional, park benches along with a new community board for event postings and other random information.  It took slightly longer to complete the new Clifton Plaza across the street, but the impact appears to be equally strong if early use is any indication.

The problem is not the creation of the new public space, but rather the design of it.  The primary design flaw of Clifton Plaza is the fixed seating.  Seating is extraordinarily important when it comes to public space design, and this type of seating design is straight out of the urban design playbook of two to three decades ago.  Since that time several studies have indicated that users prefer movable seating options where they can assert their control over the space.  This might mean the slight adjustment of a chair as one prepares to sit, or it might mean wholesale change to avoid or seek out sunlight.

“The possibility of choice is as important as the exercise of it.  If you know you can move if you want to, you feel more comfortable staying put,” explained William H. Whyte in The Social Life of Small Urban Spaces.  “This is why, perhaps, people so often move a chair a few inches this way and that before sitting in it, with the chair ending up about where it was in the first place.  The moves are functional, however.  They are a declaration of autonomy, to oneself, and rather satisfying.”

Whyte goes on to discuss how fixed seating is often awkward in public spaces as there is often much space around them as is the case at the new Clifton Plaza.

“The designer is saying, now you sit right here and you sit there.  People balk.  In some instances, the wrench the seats from their moorings,” Whyte continued.  “Where there is a choice between fixed seats and other kinds of sitting, it is the other that people choose.”

Beyond user preferance, fixed seating allows for a less functional space.  When planners redesigned Fountain Square, non-fixed seating in part helped to create a more open and flexible space better suited for the many events that attract thousands of people to the public space every week.

What works for Clifton Plaza is its large open area towards the back that will allow for flexible programming.  A simple fix could be made by removing these fixed seating options and replacing them with non-fixed alternatives.  This would create a more welcoming public space that encourages users to stay longer and take ownership of the space in a truly dynamic way.

Categories
News Transportation

Metro to award free bus passes to best transit story submissions

On Thursday, May 27 Metro will kick off their “Tell Us Your Story” contest on Fountain Square from 11:30am to 1:30pm. Organizers say that the event will include table displays, entertainment, prizes, giveaways and tours will be available on one of Metro’s new articulated buses to be parked on Walnut Street.

The contest asks for video or written entries that tell a story about how transit benefits you or your community in terms of the economy and jobs, the environment, energy independence, and quality of life. Those submitting entries can submit videos or written entries Metro’s website, or by submitting your written entry via email on a form provided on the transit agency’s website.

Entries will be accepted from Thursday, May 27 through Saturday, July 31 of this year. The top four video and top four written entries will be selected and awarded a one-month Metro bus pass. Two grand prize winners will be selected by the public between August 3rd and August 31st with the two grand prize winners receiving a year of free rides on Metro.

Categories
Development News Politics Transportation

Cincinnati’s 3C Dilemma: The Way Forward

One day in 1934, New York mayor Fiorello La Guardia was on a TWA flight back home from Chicago, and his ticket indicated New York as the plane’s final destination. However, the plane landed in Newark, New Jersey, as that was the only airport in the New York region open to commercial aviation at the time. The stubborn mayor refused to get off the plane in Newark, insisting that he be brought to the city indicated on his ticket. “Newark is not New York,” he exclaimed. His flight ultimately continued to Floyd Bennett Field in Brooklyn, and when the plane landed, the mayor — never willing to let a juicy PR moment go to waste — hosted an impromptu press conference to reporters about New York City’s need for its own airport. Within five years, an airport would be built in Queens that would bear Mayor LaGuardia’s name.

A great deal of virtual ink has been expended in recent months regarding the proposed 3C passenger rail line that will link Ohio’s three largest cities and serve as the foundation for future development of a true high-speed rail line across the state. In regards to the station location for the Cincinnati end of the 3C line, we face a dilemma not unlike the one Mayor LaGuardia faced in New York. If the rail line ends in Sharonville, does the 3C line really serve one of its three namesake C’s? Will there come a day when Mayor Mallory refuses to exit the train at Sharonville, insisting that it continue all the way into the city limits of Cincinnati?

There is nothing inherently wrong with having an intermediate 3C station at Sharonville, as it would provide convenient service to suburban riders in much the same way the Route 128 station on the Northeast Corridor gives Boston-area Amtrak passengers a way to avoid having to travel all the way to Back Bay or South Station in order to catch a train going the opposite direction. Assuming we want the 3C service to actually serve Cincinnati, though, the question then becomes: Where does the train go once it goes south of Sharonville?

Previous generations of Cincinnatians blessed us with a magnificent train station in the form of the Union Terminal complex, which opened for passenger service the year before Mayor LaGuardia’s famous outburst in Newark. As one of the most architecturally-significant train stations in the world, and located within a short distance of downtown, Union Terminal is the natural place to terminate the 3C line. The station is already served by Amtrak’s Cardinal three times a week in each direction between New York and Chicago, and has the facilities needed to serve intercity rail passengers such as a waiting room, ticketing office, baggage service, restrooms, etc. In time, Union Terminal could also easily accommodate additional passenger facilities such as expanded restaurant options, car rental facilities, and a streetcar or light rail connection to rest of the city. Indeed, there is near-universal agreement that in the long term, Union Terminal should once again fulfill its proper role as a stunning gateway to Cincinnati for rail passengers.

In the short term, however, 3C service at Union Terminal faces a number of logistical hurdles. Although the station once boasted the capacity to serve 216 trains per day (108 inbound and 108 outbound), Union Terminal’s current capacity is severely reduced. The Southern Railway demolished the passenger concourse and platforms in 1974 in order to accommodate double-stacked freight trains. Many of the station’s former passenger facilities, especially the concentric ramps used to provide bus and taxi access to the station, are now home to the Cincinnati History Museum and the Museum of Natural History and Science. Most crucially, the railroad tracks that serve Union Terminal through the Mill Creek Valley from the north are heavily congested with freight traffic during most hours of the day and night, and lack the capacity for frequent passenger service. Mitigating these limitations is certainly doable with the right amount of money and creative thinking, but doing so will require several years of planning and construction, and isn’t something that’s likely to happen during the first few years of 3C service.

With that in mind, attention shifts to the location of a temporary station that will serve the city until the capacity issues at Union Terminal can be resolved. Here are a few of the most likely options that have been put forward.

Entrance to the Riverfront Transit Center on 2nd Street

Riverfront Transit Center
Located under Second Street along the downtown riverfront, the Riverfront Transit Center (RTC) was created out of space left over from the reconstruction of the adjacent Fort Washington Way in 2002. Rather than spend the considerable money it would take to fill in the space with dirt, planners wisely decided to create a space that could one day be used for some form of passenger rail service. (In the meantime, the RTC serves as a convenient staging area for charter buses during sporting events at the Great American Ball Park and Paul Brown Stadium.) Unlike other proposed 3C station locations, the RTC is within easy walking distance to the Central Business District, and would not require connecting transit service to reach downtown.

However, the Riverfront Transit Center lacks the passenger amenities needed for intercity rail travel such as a climate-controlled waiting area, baggage facilities, etc. The enclosed nature of the station would require costly air handling systems to vent diesel fumes generated by idling passenger trains, and the station lacks the vertical clearance needed to accommodate the double-deck passenger trains that are often used for intercity travel. Additionally, reaching the station by rail from the west would require the same capacity improvements through the Mill Creek Valley needed to provide service to Union Terminal, and reaching RTC from the east would require the complete rehabilitation of the Oasis Line and the construction of connecting tracks along Pete Rose Way. While the RTC is ideally situated to serve as a station for future light rail service, it is not a realistic option for intercity passenger rail service.

Montgomery Inn Boathouse
In light of the problems associated with bringing intercity rail service into the Riverfront Transit Center, a location near the Montgomery Inn Boathouse on Riverside Drive was proposed. While this location avoids many of RTC’s issues, it would still require the rehabilitation of the entire length of the Oasis Line, and possibly preclude the Oasis Line from being used for future light rail service. Additionally, the location is separated from the Central Business District by several blocks and the I-71 / I-471 / Columbia Parkway spaghetti junction, and nearby residents objected to the noise and pollution that would be caused by diesel trains.

Oasis Line running along Cincinnati's eastern riverfront

Lunken Airport
With the Riverfront Transit Center and the Montgomery Inn Boathouse locations apparently removed from contention, officials suggested a site along the Oasis Line east of Mount Lookout, roughly adjacent to Lunken Airport. While this location avoids the issues with the RTC and the Boathouse, it would still require the rehabilitation of many miles of the Oasis Line. Critics rightly argue that the money used to rehabilitate the Oasis Line for temporary 3C service would be better spent toward a more permanent solution to the capacity issues through the Mill Creek Valley toward Union Terminal. Located on the far east side of the city, the Lunken Airport site would also require a lengthy shuttle bus ride to downtown, and be very inconvenient to customers coming from the West Side and Northern Kentucky.

Bond Hill
Within the past few weeks, Cincinnati City Council passed a resolution naming Bond Hill as the city’s preferred location for a temporary 3C station. Like the Lunken Airport location, a 3C station in Bond Hill would also be located several miles from the Central Business District and require a coordinated shuttle bus connection to downtown. Unlike the Lunken Airport location and other proposed locations along the Oasis Line, however, a Bond Hill station would only require the rehabilitation of a significantly shorter distance of the Oasis Line, and offer reduced travel times compared to Lunken Airport or the Boathouse. Bond Hill is conveniently served by the Norwood Lateral Expressway which connects to I-71 and I-75, and is far more convenient to the city’s Western Hills neighborhoods.

The station facilities at Bond Hill need not be extravagant, given that it would be a temporary facility. Unlike the massive amount of construction needed to build Fiorello LaGuardia’s airport on the edge of Long Island Sound, a temporary 3C station at Bond Hill that provides passenger rail service to the city of Cincinnati would merely require a simple building to house a waiting room, restrooms, and ticket office, along with a train platform and parking lot. Once the Bond Hill station is built and in service, our attention can then shift to the larger task of improving rail capacity through the Mill Creek Valley. Is Bond Hill the perfect solution? No, but it’s by far the least problematic of several problematic solutions, and will serve as an important stepping stone toward the ultimate goal of bringing frequent passenger rail service back to its rightful place at Union Terminal. Perhaps there is another solution to Cincinnati’s 3C dilemma that has yet to be explored, but for now, the way for 3C passenger rail service to move forward is through Bond Hill.

David Cole, a native of Fort Thomas, spent several years working for Dattner Architects in New York City, a firm with a strong background in transit and infrastructure design. David is the author of the Metro Cincinnati project in which he proposes an extensive rapid transit system for Cincinnati, and will be starting graduate-level studies for his Master of Architecture degree this fall at the University of Cincinnati’s College of Design, Architecture, Art and Planning.

Categories
Business News Politics Transportation

Cincinnati Enquirer abandoning city interests

Today the Virginia-based Cincinnati Enquirer has published yet another hit piece on the proposed Cincinnati Streetcar project.  The Gannett-owned newspaper sponsored a telephone survey of 600 adults in Cincinnati between Tuesday, May 18 and Wednesday, May 19.  The survey concluded that those who plan on riding the modern streetcar system were in support of the project, while 61% said that they were opposed to borrowing $64 million to build the initial system.

Now I could go on and on about the survey itself and about how telephone surveys are historically unreliable and undercount certain demographics, or about how borrowing money is par for the course in any local-level expenditure even though the survey presented it differently, or about how the Enquirer decided to use one of their patented misleading and sensationalist headlines for the story on their sponsored survey, but I won’t.

Instead I want to look at the disturbing trend that the Enquirer has of putting down the city to appeal to their suburban audiences.  Through the middle of May, the Enquirer has ran 56 negative letters to the editor and just three positive letters on the Cincinnati Streetcar.  Tom Callinan, Editor and Vice President of Content for the Cincinnati Enquirer, stated that these letters are simply representative of what is sent in, and that the Enquirer simply “takes what you send.”  Interesting, because I find it hard to believe that the disparity is that great, but I digress.

The coverage goes much farther than the outlandish publishing of anti-streetcar letters to the editor and includes editorials from Mr. Callinan himself that either directly bemoan the project or passively attack it.  The daily beat coverage of the topic has also been fairly skewed to appeal to these anti-streetcar readers in the suburbs.  Why is this the case though?  Why does the Enquirer feel the need to criticize and attack the city while boosting the suburbs in the region?

Recent letter to the editor in the Enquirer

The answer to that may lie in the conversation I had with a content editor at the Enquirer three years ago where he said, “We tell the stories our readership wants to hear.”  Encouraging right?  The Enquirer does not care about providing fair/balanced news coverage, they care only about their bottom line and telling the story they feel their readers want to hear.

At that time when I spoke with the content editor, not Mr. Callinan, the Enquirer had made a focused moved towards Cincinnati’s northern suburbs where the population growth was/is occurring, and where they felt they might be able to pick up new readers in the increasingly merging Cincinnati-Dayton metroplex.  And by no coincidence, it was around this time that I started UrbanCincy to start sharing the good stories happening in the city that the Enquirer cared not to share with its audience.

Since that time UrbanCincy has flourished beyond what I ever thought it would become.  Thousands of readers come to the site weekly to stay plugged in with what’s happening in Cincinnati’s urban core, and get news on things that quite frankly are not either covered in the Enquirer, or barely at all.  I do not take joy in this, nor do I make any kind of profit from this website, but I do find it telling that the readership continues to grow as more and more people get fed up with the Enquirer’s anti-city bias.  It does not have to be this way, but the Enquirer has chosen their side, and that is the side of the suburbs.  I truly wish there was not a need for a site like UrbanCincy as I would much prefer the daily print newspaper to cover these issues.

Going forward, UrbanCincy will no longer link to the Enquirer and I would like to encourage you to no longer buy the print edition, cancel your subscription if you have one, and even quit visiting their website.  If Mr. Callinan and the content managers want to position themselves against the city, and only exploit it to their suburban audience’s delight, then they should go right ahead, but those of us that love this city should make them aware we do not approve by hitting them where it counts – their pocket book.

If you feel so motivated to write the Enquirer so that they can simply “take what you send them” and have it published, you can do so by emailing letters@enquirer.com, sending your letters to “Letters, Enquirer Editorial Page, 312 Elm Street, Cincinnati, OH 45202,” or by fax at (513) 768-8569.  You must include your name, address (including community) and daytime phone number.  Also please limit your letters to 100 words or less.

Categories
Arts & Entertainment Business News

EACC to host walking tour of Over-the-Rhine’s historic Brewery District – 6/5

The European-American Chamber of Commerce (EACC) YP Committee is hosting a walking tour of Over-the-Rhine’s historic Brewery District on Saturday, June 5 from 1pm to 3pm. Organizers with the EACC say that the tour will focus on the European influence on the architecture and diversity of cultures found within the district.

The Brewery District Tour is part of YP Committee’s 3-D/Multi-Dimensional Series that focuses on Discovery, Diversity and Development.

“The tour will highlight Cincinnati’s German heritage as we learn how German immigrants brought their beer brewing skills to Cincinnati,” said Anne Capel, EACC Executive Director. “We’ll learn about Cincinnati’s beer barons like Christian Moerlein and Ludwig Hudephol, the historic breweries they built, and experience first hand the European/American culture that infused the neighborhoods around them.”

In addition to experiencing Christian Moerlein and Ludwig Hudephol, attendees will also tour Clyffside, Lafayette and Jackson Breweries as guided by the Brewery District Foundation. The Brewery District, Over-the-Rhine and Cincinnati to a much larger extent was heavily influenced by German immigrants that brought customs, dialects, religions, occupations and classes with them that are still often found today in the region.

“The Over-the-Rhine neighborhood has recently become a focal point of renewed interest in Cincinnati history and culture,” explained Capel. “The Germans’ entrepreneurship skills built the brewing industry in a part of the neighborhood which we call today the Brewery District. Due to this industry and various others, commercial activity of the area became centered on Findlay Market.”

Registration is open to anyone interested, but the tour is limited to 40 people. Registration is open until Tuesday, June 1st, but those interested are encouraged to register early due to the limited availability. Tickets can be purchased online for $15, and include a free beer during the networking and socializing time at the Findlay Market Biergarten after the tour. Organizers state that tickets will be fully refunded if there is inclement weather.

The tour group will meet at the Over-the-Rhine Biergarten (map), located on the southwest side of the Market House along Elm Street, at 1pm.  Free bicycle parking is available at Findlay Market along with on- and off-street automobile parking.  Metro bus service is also available (plan your trip).

Get a taste of Over-the-Rhine’s historic Brewery District and its treasures by watching this great video.