PHOTOS: Take a Look at Metro’s New Uptown Transit District Stations

City officials and the Southwest Ohio Regional Transit Authority (SORTA) unveiled the new $7 million Uptown Transit District earlier this year. The hope is that the enhanced stations and improved design will improve the experience for existing and future bus riders.

But if the Glenway Crossing Transit Center is to serve as any evidence, then this might in fact pay off for Metro in the form of higher ridership.

The Uptown Transit District, however, is a bit different from the west side park and ride station, and the long-time Government Square hub. Instead, it is four distinct areas – Children’s Hospital, Vine & Calhoun, University, Clifton Heights – within the sprawling Uptown area that are seen as major nodes for riders. Transportation planners at Metro say this approach was taken due to the layout of Uptown and the lack of a single location that could serve as a major hub like Government Square is for Downtown.

In addition to serving a dozen or so existing bus lines, different stations in the Uptown Transit District also serve the University of Cincinnati’s Bearcat Transportation System (BTS) and the regional bus authority’s new Metro*Plus route.

All of the stations include covered seating areas similar to those being constructed for the Cincinnati Streetcar system. They also include real-time arrival screens, area wayfinding, ADA accessibility and include information about nearby landmarks.

The stations were designed by Cincinnati-based MSA Architects.

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EDITORIAL NOTE: All 22 photos were taken by Eric Anspach for UrbanCincy on August 22, 2014.

Initial $2M Phase of Cincy Bike Share On-Pace for September Opening

Cincinnati Bike Share Station MapCincinnati city officials and community leaders are expected to gather at Fountain Square Tuesday morning to unveil the first of Cincy Bike Share’s 35 stations. The ceremony will mark the official start to construction of Ohio’s second and largest bike share system.

Queen City Bike says that the process will move quickly, with two to three stations being installed daily until all 35 stations planned for Downtown and Uptown are built. At the same time, there will be a volunteer effort to assemble the system’s 300 bikes.

“We hope to assemble at least 200 bike share bikes by Friday,” said Frank Henson, President of Queen City Bike, and member of Cincy Bike Share’s Board of Trustees. “This is being done by area volunteer mechanics under the supervision of B-Cycle.”

The aggressive schedule puts the system on track to open by early September, which is not far off the initial goal of opening by August.

The progress comes after Cincinnati Mayor John Cranley (D) announced $1.1 million to more than half of the initial $2 million in upfront capital costs. At the time, Cincy Bike Share director, Jason Barron, said the commitment from the City of Cincinnati was critical in not only getting things moving, but also showing the private sector that it is all for real.

“The mayor’s commitment makes the project a true public private partnership,” Barron told UrbanCincy in April. “The City’s commitment is important to the private funders we have been speaking to, and I believe that it will unlock the last bit of funds that we need.”

Bike share systems have been growing in popularity in North America over recent years. While the most notable are Washington D.C.’s Capital Bikeshare, Chicago’s Divvy and New York City’s Citi Bike, there are now dozens of other cities operating similar systems. The large number and established time period of operations now has given planners a chance to examine empirical data to see what works best.

The more complexities you add to a mode of transportation’s functionality, the less likely someone is to choose that given mode for their trip. This is something that is true across all modes of transportation. As a result, the station density and space contingency calculations have proven to be consistent indicators for a bike share system’s success or failure.

Studies have found that a higher station density is better, and that a target should be approximately 28 stations per square mile. For a city like Cincinnati, that averages out to be a station every couple of blocks. However, the number and placement of Cincy Bike Share stations will be much lower than this target.

When examining of each of the 35 station locations, the system’s station density can be calculated in two different ways. The first would look at just the immediate area in which the stations are located. The second would look at the intended service area for those stations. Naturally, the latter is a bit more subjective.

In the case of the first scenario, the Downtown/OTR portion of the system would have approximately 15 stations per square mile, while the Uptown portion would have 10. Overall, the system in its entirety would average out to a respectable 13 stations per square mile.

But under the more second scenario that factors for intended service area these numbers drop. In this case, Downtown/OTR would fall to 12 stations per square mile, and Uptown would plummet approximately four stations per square mile. Overall, the system total would average out to be nearly stations per square mile.

It is important to note that neither of these scenarios includes the Union Terminal station in its calculation since it is an outlier and would clearly skew the results. Furthermore, Downtown/OTR and Uptown were separated in their calculations since many planners and observers concede that the two areas will most likely operate in isolation of one another.

The point is to ensure that there are consistently stations within a short distance of one another so that if one station is full or empty, another station is close by for the potential user. If that user encounters such a situation, however, it is most likely that the potential user will avoid using bike share altogether and instead opt for a different mode.

One of the ways this can be combatted is through the use of real-time tracking technology that allows users to see exactly how many bikes or stalls are available at any station at any given time. This, of course, only aids those with access to data plans on compatible smart phones, and those who think to use it.

In order to fix the problem of full or empty stations, system operators perform ‘bike balancing’ which moves excess bikes from one station to another that is low on bikes. This balancing act proves to be one of the most costly elements of operating a bike share system. In Chicago and bigger cities they utilize small vans to move the bikes around. But in Salt Lake City, where their GREENBike system is quite small, they utilize trailers hitched to the back of other bikes.

As a result of this complex balancing act, and potential barrier to users, another key element of bike share systems is a space contingency at each station. What this means is that if a station has a capacity for 10 bikes, it should not be stocked with 10 bikes. Instead, data suggests that about a 50% space contingency is ideal.

In Cincinnati’s case, Cincy Bike Share will have enough bikes for there to be roughly nine docked at each of the system’s 35 stations. If the system were to fall in line with this 50% space contingency, which would mean that an additional four to five stalls should be available at any given time, meaning each station should have a total of 13-14 stalls. This, however, is not the case.

Cincinnati’s typical station will have 10 stalls, and thus only have a 10% space contingency. Cincy Bike Share officials have not yet commented as to how this will be mitigated, but a potential solution would be simply to not deploy all 300 bikes at once – something that seems reasonable since bikes will need to rotate in and out for repairs. In this case, a more appropriate number of bikes to be in use at any given time might be 240.

Cincinnati’s bikes are expected to be available for use 24 hours a day, and will most likely be available for use year-round. Cincy Bike Share will be responsible for setting the rate structure, which is not final yet, but annual memberships are pegged at $75 to $85 and daily passes between $6 to $8.

Uptown was originally envisioned as a second phase to the system; but now that it is being included in the initial rollout, it leaves an expansion to Northern Kentucky as the next logical choice.

More details are expected to be announced at the press event later in the week.

Episode #36: Summer Update

Uptown Transit DistrictOn the 36th episode of The UrbanCincy PodcastJohn and Jake join Travis for an update on several projects happening around Cincinnati.

The main focus is transportation, with discussion of the Brent Spence Bridge and other I-75 work, the new MLK Interchange at I-71, Central Parkway bike lanes, the Uptown Transit District and various Uptown shuttle buses, as well as an update on the streetcar construction progress.

We also discuss the Uptown Consortium’s vision for new pedestrian-friendly development along Martin Luther King Drive, and revisit the conversation about the possibility of a downtown grocery store.

Month in Review – May 2014

Three of UrbanCincy‘s top stories in May revolved around a few dramatic transformations taking place in the urban core. We took you on a Street View tour of some of the biggest transformations in the city, showed you photos of the Cincinnati Streetcar’s construction, and shared news about changes to the city’s oldest historic district. In case you missed them, enjoy UrbanCincy‘s most popular stories from May 2014:

    1. PHOTOS: Cincinnati’s Dramatic, Decade-Long Transformation Visualized
      While many of us can feel that a transformation has taken place in Cincinnati over the past decade, it can be difficult to visualize it. Thanks to new Google Street View capabilities we have done just that.
    2. EDITORIAL: What Cranley’s Clever Budget Means for Urbanists
      The rookie Mayor John Cranley has proposed his first budget. At first glance, it doesn’t look so bad. But after further review what most feared is in fact the sad reality.
    3. The Littlefield to Bring Craft Bourbon Bar to Northside This June
      A craft bourbon bar called The Littlefield will open in Northside next month. The approximately 400SF establishment, which will also include a large outdoor terrace, has been years in the making.
    4. Western & Southern Aiming to Alter Lytle Park Historic District Boundaries
      Western & Southern has long been rumored to be eyeing a location for a new high-rise office tower to consolidate their headquarters; and proposed changes to the Lytle Park Historic District may be setting up for exactly that.
    5. PHOTOS: Construction Activities for $133M Streetcar Project Move Southward
      Significant visual progress continues to be made on the $133M first phase of the Cincinnati Streetcar. Take a look at the progress and learn about a string of good news that may push forward the opening date.

 

Construction Work on $30M Corryville Apartment Project On-Pace for Fall 2015 Completion

Uptown Rental Properties is making progress on their latest development in Corryville. This one, called VP3, is located on Euclid Avenue between Corry and Charlton Streets, and will add 147 units with 300 beds to the neighborhood. If all goes according to plan, the $30 million project will open in the fall of 2015.

The site previously included seven homes and a suburban-style Fifth Third Bank retail branch, and is located across the street from the planned site for a new Kroger grocery store.

Corryville has seen a wave of private investment recently that has added hotel rooms, apartments, and retail and office spaces. Much of that investment has come from Uptown Rental Properties, which has constructed hundreds of new residential units and injected thousands of new residents into Corryville over the past several years.

According to Dan Schimberg, president of Uptown Rental Properties, the demand for additional housing units in Corryville is so strong that they have revised their original plans over the years to try to serve the market.

“There is such an incredible demand for housing on the east side of campus,” Schimberg told UrbanCincy. “Originally our plan was to build housing for 1,200 people on Short Vine, but now we’ve increased that total to 1,600 by 2016.”

For better or worse, all of this development is changing the face of Corryville.

But unlike many of the company’s other developments surrounding the University of Cincinnati, it is not just students occupying the residential units being built in this area. According to Schimberg, more than 30% of the total residents are non-undergraduate students, compared with just 3% on the south side of campus – something he attributes to the growing demand for urban living.

“Three of the top five largest employers are in Uptown, and then have been adding thousands of jobs over recent years,” Schimberg explained. “What we’re seeing is a demand for workforce housing on the east side of campus from a desire for people to live in a more urban environment.”

In addition to the increased demand for urban living and the rapid job growth nearby, Schimberg believes the improvement of Uptown neighborhoods is also keeping and attracting residents in a way he has not seen since starting Uptown Rental Properties nearly 30 years ago.

It is expected that work will wrap up on the four-story VP3 development in the fall of 2015. At that time, a new 550-space parking garage, being built in coordination with this project, will open and provide some 225 public parking spaces for the Short Vine business district.

“The addition of these new residents is providing the core demand for the retail, and the residents get to benefit from those nearby services,” Schimberg continued.

Due to the philosophy of wanting the retail and residential to benefit one another, Schimberg said that the public portion of the parking garage is being built solely to help bolster the business on Short Vine. As a result, Uptown Rental Properties and the City of Cincinnati are sharing the costs for the garage.

Since developers are pursuing LEED Gold certification from the U.S. Green Building Council, the project will be eligible for the City of Cincinnati’s LEED Tax Abatement.