Cincinnati’s uptown neighborhoods are experiencing a bit of a boom. Hundreds of residential units are being developed, new transportation infrastructure and capacity is coming online, and smaller, historic buildings are controversially making way for new, taller ones. While significant changes are underway, one thing that remains the same, and seems poised to only get worse as new roadway projects are built, is the fact that most major thoroughfares uptown are inhospitable to people who wish to walk or bike to get around. In Buffalo they have developed a plan to address just that in the city’s historic downtown. A similar plan should be considered for Cincinnati’s second largest employment center. More from Buffalo News:
The new Downtown Infrastructure Master Plan lays out a series of enhancements to key streets, districts and public squares to bolster the appearance and feel of the city center for residents, employees and visitors, while making the downtown more vibrant. At the same time, it seeks to make the area more cohesive and pedestrian-friendly, by improving access and connections. And it calls for traffic calming, more accessible green space and public space, and a “softening” of barriers like highway overpasses.
The goal is to provide a framework for future public-sector investments and projects, using shared objectives in making decisions about where to target new initiatives. But it’s also flexible enough, officials said, so that it can be adapted to tie in new projects to downtown and neighborhoods.
Only a small piece of land between Cincinnati and Dayton remains undeveloped, and many believe that remaining gap will disappear very soon. But the merging of Cincinnati and Dayton as one large metropolitan region is only part of the story, as shared regional identities with other large urban centers throughout the Great Lakes region becomes more pervasive. This and other regions like it around the U.S. are becoming even more centralized. More from The Week:
Though the concept has existed in academia for decades, planners are now looking at these dense corridors of population, businesses, and transportation and wondering if the megaregion may, in fact, be the next step in America’s evolution. With renewed interest and investment in urban centers and the projected growth of high speed rail, megaregions could easily become home to millions more Americans.
The Northeast corridor, for example, could receive up to 18 million more residents by 2050, according to estimates from the Regional Plan Association. And the region encompassing major cities in Texas including Houston and Dallas could see a spike from roughly 12 million to 18 million people in that same time, the association says.
And where population goes, economic growth is not far behind. The Northeast corridor would be the fifth largest economy in the world, with the Great Lakes megaregion at ninth and the Southern California megaregion outpacing Indonesia, Turkey, and the Netherlands as the 18th largest, according to 2012 estimates from real estate advisory RCLCO. The problem is, there are challenges to making these networks hold together. Unlike megaregions in Europe and Asia, for example, the United States has traditionally shied away from large umbrella governing organizations which surpass state borders.
Most cities take a timid approach to building new protected bike lanes. Instead of building out a comprehensive and well-connected network, they go after segments of streets where the introduction of the bike lane will not take a lane of moving traffic or parking away from those driving cars. As it turns out, new research shows that this is a bad approach. More from Streetsblog USA:
Here’s one reason the modern biking boom is great for everyone: more bicycle trips mean fewer car trips, which can mean less congestion for people in cars and buses. But there’s a catch. A recent study shows that when bicycle use rises but cities don’t add bike lanes to put the new bikers in, traffic congestion actually gets worse. In some situations, it gets a lot worse.
If a city doesn’t build bike lanes, then “bikes vs. cars” is actually real. But if a city builds bike lanes, more biking becomes a win-win. Public support for bike infrastructure and programming depends on one crucial concept: that more biking benefits people whether or not they ever ride a bike themselves. Lewis, the Atlanta transportation deputy director, said that’s one big reason it’s important to add bike lanes to busy streets when possible.
With one of the highest rates of biking in North America, Minneapolis already should be proud of its accomplishments in diversifying its transportation network. Instead, the city that averages around 54 inches of snowfall each year is looking to double down on the effort. The newly released plan from the City of Minneapolis calls for adding 55 miles of bike lanes to the city’s existing 37-mile network. More from Streetsblog USA:
The 30-mile plan is expected to cost about $6 million, with funding coming from city, county, and federal budgets. Minneapolis will also save money by folding bike lane construction into regularly scheduled road resurfacing projects, according to the Star Tribune. The paper notes the entire plan will cost less than building a single mile of roadway.
The city has tentatively identified 19 corridors that will get protected bike lanes. About half are in downtown or the University of Minnesota area. The other half are in outlying neighborhoods that aren’t currently well-served by bike infrastructure, said Fawley. The city had hoped to install 8 miles of protected bike lanes this year, but it doesn’t look like it will quite reach that goal, due to some construction delays.
Between 2000 and 2013, an additional 78 counties throughout the United States joined the rank of those where whites no longer made up a majority of the population. In total there are some 266 counties nation-wide, including Ohio’s three most populous. More from CityLab:
By 2040, the country’s white population will no longer be the majority. But for many regions around the country, this demographic shift has already arrived. A new map created by the Pew Research Center pinpoints the 78 counties in 19 states where, from 2000 to 2013, minorities together outnumbered the white population.
Pew crunched Census numbers from the 2,440 U.S. counties that had more than 10,000 residents in 2013. Whites made up less than half the population in a total of 266 counties. Even though these 266 counties made up only 11 percent of the counties analyzed, they contained 31 percent of the country’s total population, with many of them home to dense urban areas.