The next Cincy Stories event will be held on February 2. It will feature speakers Katie Vogel, Derrick Braziel, Corey Ward, Mac Means, Jai Washington, and Claire Suer, as well as local music from Andrew Aragon.
A new video series from Give Back Cincinnati focuses on new transportation choices in Cincinnati. In the first two installments, Cincy Red Bike and new Metro programs to attract young professional riders were covered. In the third and final installment, the series covers the Cincinnati Streetcar system which is scheduled to open in September of this year.
The video covers how the community came together in a grassroots effort to make the project a reality, and why it’s important that Cincinnati has taken the first step from being a bus only city to a multi-modal city.
Hamilton County has awarded the latest bid package for a variety of trade contracts on the infrastructure work for Phase III of The Banks, which includes a 690-space addition to the Central Riverfront Garage and a one-block addition of other infrastructure south of Freedom Way.
All three contacts were valued at a combined $653,228; and all went to area companies. According to Phil Beck, project executive for The Banks development, Universal Contracting Corporation will perform site work, Geograph Industries will handle signage, and ESI will manage security of the site.
Phase IIIA of The Banks [Provided]
While not particularly large or sexy contracts, project officials say they are representative of the continued progress being made at the massive central riverfront mixed-use development.
“Awarding these contracts for work at The Banks signals that another aspect of the riverfront development is nearing completion,” said Chris Monzel (R), president of the Hamilton County Board of Commissioners. “This phase of the project sets the stage for more economic impact.”
The University of Cincinnati Economics Center has estimated that, once fully completed, the first phase of The Banks will positively impacting the local economy by some $276 million per year – a figure they expect to grow substantially once later phases are built out. General Electric’s new 338,000-square-foot Global Operations Center, alone, is projected to boost the region’s economy by roughly $1 billion annually.
While Hamilton County is overseeing the construction of the infrastructure work at Phase III, the City of Cincinnati and the private development team is making progress on the vertical build of GE’s new building, the 165-room AC Hotel, and 291 apartments and 19,000 square feet of retail within the first two phases of the project.
THP Limited and Burgess & Niple are in charge of the design of Phase III work, while Messer is handling the construction.
As of now, all the infrastructure work being managed by Hamilton County and the City of Cincinnati is $29.3 million within budget; and project officials say that they have achieved 30% Small Business Enterprises participation on all work, but just 17.3% on phase three activities thus far. Beck also says that phase three work is on schedule to be complete by September.
Although it launched less than two years ago, Red Bike has already become a very popular way to get around Cincinnati’s urban core. This new transportation option seems to be equally popular with recreational riders and those seeking to get around for practical purposes.
In a new video produced by Give Back Cincinnati — the second in a series on new transportation options in the city — the creation and growth of Red Bike is explored.
Be sure to check out the first video in the series, which focused on the tri*Metro program, and stay tuned to UrbanCincy for the third and final part of the series.
While Ohio’s gas taxes and population have remained flat over the past decade, the Ohio Department of Transportation has continued to add capacity to roadways across the state – in some cases even building entirely new roadways to add to the state’s existing infrastructure. This may all soon be ready to change in what is being called a “major” policy shift in Columbus.
According to employees at ODOT who were briefed at an internal meeting on the matter recently, the nation’s seventh-largest state is poised to announce in the coming months that the days of roadway expansion are over. Instead they say that ODOT will embrace a future focused on maintenance and preservation of its existing network of more than 43,000 miles of roads and 14,000 bridges.
The rebuild and expansion of I-75 may be the last of its kind in Ohio [Jake Mecklenborg]
An increasing number of states have been adopting such policies, with Michigan being one of the first when it enacted its Preserve First program in 2003, and California being the largest when it joined the fray last year.
The forthcoming announcement from ODOT, however, goes a step further than that.
In addition to focusing funds on maintenance and preservation, ODOT officials also say that they will abandon their “worst first” approach to fixing existing roadways. In doing so they say that the new program, called the Transportation Asset Management Plan, can save the state an estimated $300 million over the next six years – money that can then be redirected to other preservation activities like cleaning, sweeping, sealing and micro-surfacing.
The idea here, similar to healthcare or household maintenance, is that it is often much more economical to make steady improvements rather than waiting to make repairs until the asset is too far gone.
“It’s finally sinking in that we cannot continue on this unsustainable pace of highway expansion,” said an ODOT employee who spoke to UrbanCincy on the conditions of anonymity because they were not authorized to speak publicly.
According to ODOT’s own internal estimates, current funds will not be enough to maintain Ohio’s existing system by 2019 – the time when the Ohio Turnpike bonds are gone. Thus, without a major new source of revenue like a gas tax increase, ODOT intends to completely get out of the highway expansion business, and shift all funds to maintenance and rehabilitation.
“Most projects will occur before a road becomes severely compromised, and will be based around maximizing the service life of a particular road,” the ODOT staffer continued. “Long story short, ODOT isn’t going to waste its money on patching up a road as a temporary fix that will simply deteriorate again quickly because of major structural problems.”
There is no clear idea as to whether highway expansion projects currently on the drawing board will be impacted by this, but it appears likely that they will unless they receive capital funding through TRAC prior to 2019.
Such news could be damning for projects like the recently proposed Eastern Bypass or what is left of the Eastern Corridor project. At the same time, it could be the positive jolt needed for projects like the Western Hills Viaduct, which is in desperate need of an estimated $280 million fix.