Demolition and reconstruction of the old Tower Place Mall, now named Mabley Place, began December 16 with the installation of construction fencing around the perimeter of the old mall at Fourth and Race Streets.
Demolition of Pogue’s Garage, however, will not begin until the conversion of the mall is complete. Once the parking garage is removed, it will clear the way for construction of the 30-story apartment tower planned for the site.
Tower Place Mall, which was purchased by the city early last year for $8.5 million, came attached with the deteriorating eight-story Pogue’s Garage. Originally constructed to serve as parking for the namesake department store across the street at the intersection. The department store closed and was replaced by the mall in the 1980’s.
The mall building also supported its own parking expansion that currently is only accessible via a skybridge from the Pogue’s Garage. The parking spaces above the old mall will remain open during construction.
“The 525 parking spaces that currently exist above Tower Place Mall must be able to be accessible by other means prior to the demolition of the Pogue’s Garage. Right now, the only way to access those spaces is through Pogue’s, so the interior ramping at TPM must be completed first,” explained Stephen Dronen with the city’s Department of Trade and Development.
City officials expect the $5 million Mabley Place project to take six to nine months, and are optimistic that the parking structure will open by June. In addition to the parking, the project will include 8,400 square feet of street-level retail. One retail space has already been leased.
From there, developers of the Pogue’s Garage site can begin the laborious task of taking down the parking structure.
Due to its close proximity to other buildings, and the fact that it does not have a basement, engineers say that the garage cannot be imploded and must rather be demolished conventionally. The city estimates the demolition will take about four months and should begin this summer.
Flaherty & Collins is the lead developer on the new 300-unit apartment tower that will also include 1,000 parking spaces and 16,000 square feet for an independent upscale grocery store.
Construction is expected to commence immediately following the demolition of the garage, with the potential for a tiered opening of the garage prior to the residential tower above. Under such a model, the grocery store and parking garage components could open in early 2016, while the high-rise residential tower would open near the end of 2016 or the beginning of 2017.
Although the redevelopment project was originally planned to be funded through the long-term lease of the city’s parking assets, the deal evolved to no longer require funding from the now cancelled lease. As a result, the project is being funded private financing and a $12 million forgivable loan that, city officials say, is contingent on the satisfactory completion of the project and completion and operation of a first-class grocery store on the ground retail floor of the project for at least five years.
Portland is often cited as the “go to” city for rail transit and good planning initiatives. As someone who had ridden a fair share of streetcar, light rail and subway systems, I traveled to Portland with a dose of skepticism. TV shows like “Portlandia” showcase the quirky and often times absurd hipster culture that has blossomed in the city despite chronic problems with homelessness.
For a Cincinnatian, downtown Portland is a showcase of what could have been for downtown Cincinnati. A brief detour into Pioneer Place mall shows the potential of the failed Tower Place mall in downtown Cincinnati. A block away there is a downtown Nordstroms, something downtown Cincinnati failed to land in the 1990’s. A few blocks away, there is a downtown Target and TJ Maxx. The city’s retail scene is vibrant and its eclectic arrangement of food trucks and bicycle infrastructure add to that vibrancy.
It seems strange that these similarly sized metropolitan regions have realized two very different fortunes. One is of success through investing in transit infrastructure, the other struggling to make gains so far without it. This is why the construction and success of the Cincinnati Streetcar project is so vital.
Twenty-five guests of the Alliance for Regional Transit, spearheaded by John Schneider, toured Portland last month to ride the various modes of transit in the city and tour the different areas along the city’s expanding streetcar system. This is the 30th group Schneider has led out to Portland and also the largest.
Schneider has not always been a fan of rail transit. Citing the availability of bus transit, he was often critical of the need for rail in cities like Cincinnati. After the formation of Downtown Cincinnati Inc. (DCI), however, a survey was conducted where rail transit was found to be the top priority for downtown residents and visitors. He was assigned as the head of the Transportation Committee and tasked with bringing rail to the region, something he scoffed at at the time.
When recounting this story, he told the group in Portland that he had ridden several systems until one day he was riding a train in St. Louis and it finally clicked. The self-identified Republican has been a supporter ever since.
The $1.6 billion development started in 2004 and is home to thousands of residents. An aerial tram serves as a direct connection between the South Waterfront and the hospital. The tram also offers dramatic views of the city and the surrounding Cascades mountain range.
The east side of Portland, opposite the Willamette River, is primarily dominated by auto-oriented developments, however there is evidence that the recently opened Central Loop (CL) Streetcar line is having a positive impact on development in the area. A $250 million upscale apartment development has already begun construction at the junction between the streetcar and light rail lines at NE 7th Avenue and NE Holladay Street in the sleepy Lloyd District.
The next phase of the Portland’s streetcar system will connect the end of the CL Line in the east end to the end of the NS Line near the South Waterfront. To accomplish this the city is building a $134.6 million cable-stayed rail, bike and pedestrian only transit bridge that will open in 2015.
Portland Streetcar
CL Line Streetcar arrives
CL Line Streetcar runs down four lane one way streets
Phase V of Streetcar project includes this rail only transit bridge
Transit Bridge is under construction
South Waterfront from Aerial Tram
Streetcar runs by in Pearl District
New construction in Pearl District
Portland small business embraces streetcar
South Waterfront at south end of NS Streetcar line
Streetcar stop at South Waterfront
The tour also took the group through the Pearl District, which is the oft-touted renovated warehouse distinct in Portland.
While there are many comparisons to Cincinnati’s Over-the-Rhine neighborhood, it would be an unjust assumption because Over-the-Rhine features a greater amount of remaining abandoned and underutilized mixed-use multi-family buildings than the Pearl District. The Pearl District has seen over $2 billion in development, but it has largely been new construction built on sites that once were once occupied by rail yards and warehouses.
During the tour the group was introduced to different leaders who shared their perspective of Portland’s progress on its streetcar system. People like Paddy Tillett, Principle at ZGF Architects, who is with the firm that helped spearhead the effort to establish the transit mall in downtown Portland.
“People were calling it a toy train and saying that we already had light rail,” Tillett told the group. “Even TriMet didn’t want to operate it.”
However Portlanders soon came to embrace their streetcar system, which is now in its fifth phase of construction. Tillett continued, “The streetcar helps extend peoples walking distance, it is not supposed to serve as point-to-point transit. Today it has a dedicated ridership and is helping demonstrate how streetcars can play an important role in public transit around the country.”
The tour was capped off with a meeting with Portland Mayor Charlie Hales (D). Hales told the group, “We no longer have to provide subsidies for downtown development.”
Mayor Hales also stated that it took fifteen years for developers to begin reducing the size need of parking structures for development.
Portland is a beautiful city with vibrancy and life. However, this vibrancy was hard fought over the last three decades. The construction of the transit mall, TriMet light rail and the streetcar were huge gambles that ultimately paid off, and took Portland from a sleepy waterfront lumber town to a place where people move to even if they don’t have jobs lined up. Portland’s problems are ones born from success, not failure and even those problems are good to have.
At today’s council meeting, Cincinnati’s new political leadership will be making decisions regarding the continuation of construction of the Cincinnati’s streetcar system. The new mayor and city council will have to decide whether to continue the same hit or miss approach to development in the urban core, or decide to embrace a system that has a proven track record of success in many cities throughout the country and the world.
Cities like Portland are where the future is headed, Cincinnati’s new leaders should take heed.
Cincinnati is in the midst of revitalization. There have been several significant accomplishments achieved since 2007 when the city’s Planning Department was reconstituted. Initiatives such as Plan Cincinnati and the development of Form-based code have united regional leaders and communities to help build a shared vision of the city’s future.
These efforts could be affected drastically with the election of a new mayor on November 5th.
Qualls: Focus on vision and and consensus building: In her time as Mayor in the 1990’s and when she returned to City Council in 2007 Roxanne Qualls (C) has been the leader in implementing a bold vision for Cincinnati through planning policies. In the 1990’s, Qualls lead the effort to narrow Fort Washington Way which allowed for the expansion of downtown and the conversion of the riverfront into a showcase for the city.
The award winningBanks Master Plan owes its existence and implementation to Qualls’s dedicated leadership in establishing the Riverfront Steering Committee which developed the plan. By the time Qualls returned to council the plan had advanced through Mayor Mark Mallory (D) who formed The Banks Working Group and began implementing the plan in 2008.
Since 2007 she has led several groups on tours to Nashville, TN and Columbus, OH to learn more about form-based codes and how they benefit cities. Last month, that vision became reality when Madisonville became the first city neighborhood to adopt the form-based code regulating plan.
The Cincinnati form-based code is a comprehensive land use regulation that was developed by the city through years of community participation. It is a code that emphasizes that new development be constructed in a form that integrates into the traditional character of the neighborhood.
The original Banks plan as envisioned by the Riverfront Steering Committee which was established Qualls.
Incline Village in East Price Hill. Cranley was development partner in this project. Photo by Kevin LeMaster.
Cranley: Focus on removing barriers for developers: Running against Qualls is former council-member John Cranley (D) who served on council from 2001 to 2009. He resigned from council in 2009 to pursue building a private development in East Price Hill.
The Incline Square project, located next to the Queens Tower apartment building, was envisioned to have a 22,500 square-foot office building be constructed along with a 58-unit four-story apartment building and restaurant space. Only the residential and restaurant portions of that development were built.
A review of Cranley’s track record on council had shown that early in his council career, he had been an advocate for making the city more “developer friendly.” In 2002, he was instrumental as chairman on the Budget & Finance Committee in dissolving the city’s long standing Planning Department, the oldest continuously running planning division in the country at the time.
In 2002 Cranley told the Cincinnati Enquirer, “”The Planning Department was almost given the mission of causing problems, because it was completely divorced from economic incentives and any kind of market reality.”
However; Cranley did not oppose Mallory’s effort in 2007 to reestablish the department. He also signed a motion with Qualls on advancing form-based codes in 2008, but at a recent mayoral debate sponsored by the Urban Land Institute, Cranley strongly opposed them. He has also stated his opposition to planning and zoning, stating that the solution to neighborhood problems is money.
The outcome of this election will determine the future vision and progress of Cincinnati. That vision of progress is either one forged on grand visions and community outreach or one that favors minimizing regulations and oversight to increase development in the city.
The City of Cincinnati unveiled the official design of the streetcar to supporters in a gathering in Over-the-Rhine. With standing room only, crowds filled the Christian Moerlein Brewery with anticipation of the mystery to be revealed by Mayor Mark Mallory (D). The UrbanCincy teamwas there to film the event:
Daffodil Yellow, which actually looks closer to light orange, was selected as the primary exterior color based on a recommendation from a panel of 20 community members, which was then presented to the mayor for the final say.
Fade resistance and easy maintenance were deciding factors, city officials say, in addition to the overall design aesthetic. Inside the vehicle, Capri Blue seats provide a burst of modern color to the soft grey and stainless steel accents. Interior side panels highlight the walls with a matching shade of light orange.
Each of the streetcar vehicles will be capable of carrying 154 passengers at a time and will include a total of 32 seats, six of which fold up to make room for wheelchairs, strollers and bicycles.
New Color Scheme Rendering
Interior of Cincinnati Streetcar
One of the most noteworthy elements of Cincinnati’s rolling stock is that they will be the first light rail vehicles in North America to have 100% curb-level boarding at every stop. The manufactures say that curb-level boarding allows for easy, independent access for seniors and people with disabilities.
In contrast to a bus, which has a maximum capacity of 38-50 people, a person with mobility issues can enter and ride the streetcar without needing assistance from the driver to lower a platform and secure their wheelchair with straps. This feature is also beneficial for people with walkers, strollers, luggage and small children.
Attending the presentation were representatives from CAF USA, who was the winning bidder to manufacture five vehicles for Cincinnati’s streetcar system, and now five more vehicles for Kansas City as it piggybacks on Cincinnati’s order.
“We are so proud to be building your streetcar, which for us, is going to be a showcase,” said Virginia Verdeja, Vice President of Sales, CAF USA. “So many cities are looking at what’s happening here in Cincinnati. Our business is grateful to be part of a city that is the leading model for new streetcar systems around the nation.”
Meanwhile streetcar construction along the route continues to progress. Utility relocation is moving forward at various locations along the route and demolition is complete at Race and Henry which will allow crews to begin construction of the Maintenance and Operations Facility. Finally, city officials have disclosed that streetcar track is expected to begin tomorrow with the first section being installed along Elm Street in front of Music Hall.
One year ago city officials and community leaders stood at the intersection of McMillian Street and Park Avenue in Walnut Hills to celebrate an effort that was decades in the making, the conversion of McMillan and William Howard Taft from one way streets to two way streets. That same day, Walnut Hills also celebrated its first Street Food Festival along Gilbert Avenue. One year later, the festival has now moved to McMillan Avenue, this time to celebrate past achievements and future possibilities.
“The two-way conversion of McMillan allows us to move the festival to this location. It’s a neighborhood street again,” Kevin Wright, Executive Director of the Walnut Hills Redevelopment Foundation (WHRF) told UrbanCincy.
Food trucks and street carts provide popular dining options all over the country. While regarded early on as a trend, it seems now that these tough but successful business models are working hard and are here to stay. Cincinnati’s growing food truck fleet has been offering high quality eats across many of the Greater Cincinnati Area’s neighborhoods, providing everything from pizza and burgers to gelato and cookies.
Cincinnati food trucks are a sought after addition to any local event and many Cincinnatians have come to appreciate when a few of the area’s food trucks come together to serve the City Flea, the downtown or OTR lunch rush, the late night bar crowd, area breweries and many local festivals. This Saturday, however, the food trucks themselves will take center stage at the second Cincinnati Street Food Festival in Walnut Hills.
The Cincinnati Street Food Festival will be the largest gathering of food trucks in the area, with 17 food trucks and street vendors lining McMillan Street between Hemlock and Chatham. Hosted by the WHRF, this free event will also have live music from local bands, beer from Mt. Carmel Brewing Company, and fun for the whole family.
The Street Food Festival is just one piece of the WHRF’s focused efforts on the McMillan Street corridor. These efforts include events like the Five Points Beirgarten, strategic property acquisition, demolition, and stabilization as well as transportation and development initiatives like form-based code and last years two-way conversions of McMillan and Taft. Additionally, there are greater plans in the works with the successful stabilization of the Firehouse and the adjoining building completed earlier this year.
“This is the beginning of Phase One of the redevelopment of Peeble’s Corner. Over the next 12-18 months you will begin to see a focus by the WHRF in the Copelen to Gilbert section of McMillan.” Wright told UrbanCincy, “This small stretch will be our first real place making opportunity.”
Construction is slated to begin this week with completion of the buildings by February. Wright stated he has heard rumors of interest from one of the many food truck vendors in opening a brick and mortar store in one of the rehabbed buildings but no final plans have been disclosed regarding which one it will be.
The festival will give people a chance to appreciate Cincinnati’s many diverse food trucks, meet-up with friends and neighbors, rediscover one of Cincinnati’s historic neighborhoods and check out some of the initial changes happening in the area.
