GHOST TRACKS

Seems to me that a lot of the effort for the Bridge Forward group and the Chamber was focused on creating a developable lot along the west side of Central Ave between 4th and 5th that could accommodate a new arena a block from the new convention Hotel and others in the Convention Center District. Obviously still a few years out but at this site will be available for development based on the latest info from ODOT.

Seems like the timing of the convention center work will not align optimally with the start of work for the reconstruction of I-75. Just as the Convention Center renovations are wrapping up the restrictions to interstate access and work west of Central Ave will just be getting underway for the next several years.

It seems as if there are two fundamental items that have not been discussed by ODOT or the media in general. One, the "certified" traffic in the information online was based on counts in 2018 and not sure if the forecasted volumes assumed for the project reflect the post Covid environment where the most recent counts are significantly lower than what was counted in 2018 or in past years. With office conversions just now kicking in the commute patterns will be permanently affected moving forward and the 2050 forecasts at least for local peak commuters may not be realistic. Secondly there is a presumption that US-50 must have be a limited access high speed highway through FWW and connecting Columbia Parkway with the Sixth Street Express Way. There are plenty of US routes on the surface street grid today without issue. The connections from Columbia parkway to downtown are less than 7k per day as is the connection from downtown to Sixth Street Expressway. It would seem that US-50 could be rounded along Third and Second Streets where there is over capacity today. Sure there are additional stop lights and travel time may be slower but US-50 west of State and in Columbia Tusculum are no different. Instead of arguing over the US-50 "tunnel: why not seriously look at eliminating that from the interchange all together. This may not address all of ODOT concerns but would appear to reduce the cost and height of the connections. .

Did the City say when this section and the next phase to MLK will be completed an open to the public?

Looks like AECOM and Jacobs are the designers for the Brent Spence design build team. https://aecom.com/press-releases/aecom-selected-as-lead-designer-for-brent-spence-bridge-corridor-project/

Everything west of Elm will be demolished north of Paycor for Brent Spence so the west of Elm will likely need to wait on the reconfigured interchange to be completed 5-7 years out.

Is there any info on the designers or other local firms on the Walsh team? Not really surprised at the selection of the contractors..

Did anyone attend the Bridge Forward meeting last week at CUT? I didn't much press coverage of the meeting or follow up. Also have not seen any announcements from ODOT on the design build team.

I believe the last schedule I had seen from ODOT said they were supposed to announce the builder for the Brent Spence last week. I don't believe I have seen anything in the press or announced from ODOT or KYTC. Does anyone know if there has been an update to the schedule?

With the possibility of daily service on the Cardinal in the future I wonder if the east and westbound trains would meet in Cincinnati requiring any modifications to CUT to accommodate two trains simultaneously since the existing CSX mainline track only has space for a single train for boarding. I believe the City had looked at a new boarding track under the concourse a few years ago but not sure that anything came of it.

I would think the highway noise would be nearly constant for those units and while the view (if you can see over the future I-75) would good, the drone of the traffic would not make for a relaxing outdoor environment for a deck.

Latest schedule update posted on the project website by ODOT. 4/13/2023 Schedule Update The remaining anticipated procurement schedule shall be as follows: Milestone Date Draft RFP Release: Friday, January 13, 2023 Final RFP Release: Friday, February 17, 2023 Last date for Offeror team registration (Form L (Offeror Registration)):Monday, February 20, 2023, at 1:00 p.m. Eastern Time Pre-Proposal One-on-One Meeting No. 1 (Regarding the RFP): Thursday, February 23, 2023 Pre-Proposal One-on-One Meeting No. 2 (Regarding the RFP): Thursday, March 9, 2023 Pre-Proposal One-on-One Meeting No. 3 (Regarding Bonding and Insurance):Tuesday, March 14, 2023 Pre-Proposal One-on-One Meeting No. 4 (Regarding the RFP): Monday, April 3, 2023 or Tuesday, April 4, 2023 Anticipated final Addenda: Monday, April 10, 2023 Proposal Due Date: Friday, April 14, 2023, at 10:00 a.m. Eastern Time Interview: Tuesday, April 25, 2023 DBT Selection Announcement: Week of 6/5/2023

Not sure if this is the correct forum but does anyone have info on the Ohio Strategic Transportation and Development Analysis Study ($10M) included in in the 2023-2024 transportation budget. The bill creates a Strategic Transportation and Development Analysis to be used for a statewide study of the Ohio transportation system in collaboration with the Department of Development and the Governor's Office of Workforce Transformation. The study will focus on potential corridors from Columbus to Toledo. Seem like this may revisit the proposed I-73 Corridor.

Someone told me that is the same contractor team that is bidding on the Brent Spence.

The ballot language in the Transportation budget bill that passed the house reads as follows: "Shall the ________ (name of railway board of trustees) be authorized to sell _______ (name and description of railway or portion of railway being sold) to ______ (name of the proposed buyer) for a purchase price of ______ (amount proposed for the sale), to be paid in ____ (number of installments) installments during the years _____ (years in which an installment will be paid), with the moneys received to be deposited into a trust fund operated by _______ (railway board of trustees), with _______ (municipal corporation) as the sole beneficiary, the moneys to be annually disbursed to the municipal corporation in an amount no less than _____ (dollar amount) per year, for the purpose of the rehabilitation, modernization, or replacement of existing streets, bridges, municipal buildings, parks and green spaces, site improvements, recreation facilities, improvements for parking purposes, and any other public facilities owned by _____ (municipal corporation), and to pay for the costs of administering the trust fund." Just need to fill in the blanks assuming it makes it through the Senate.

I don't think the FWW Caps are an ideal fit for the reconnecting the community grant funding program. Seems like the City's I-71 application in Evanston or even some work with the I-75 reconstruction throughout the County would be a better fit for the spirit of the program.

Seems to me with the direct new access ramps to and from the I-75 mainline at the foot of the CWB at Third Street that the traffic will go up significantly on the Clay Wade Bailey Bridge after the I-75 reconstruction which be counter intuitive to reducing capacity on the bridge to accommodate dedicated bike lanes. This will become a more direct route to the interstate to and from the north for drivers from the riverfront in Covington than the existing Brent Spence will be when it is done.

A one month deadline seems like a very aggressive schedule a contractor to propose on such a massive project and for the states to award the design and construction to firm by May.

ODOT's website says they will post their formal request for design builders this Friday and award the project to a team by May. Does anyone know how many firms/teams may be vying for this project? Given the huge size seems like firms all over the country will be looking at it.

I think access to the Cincinnati Riverfront Transit Center is off the table at this point for intercity rail with the construction of the Artistry Apartments on Pete Rose Way on the East as well as ODOT's planned work for I-75 on the west buying the CIND ditch track at Longworth Hall and all the bridges for the new river crossing. Expansion for dedicated passenger boarding tracks at CUT will likely require NS to give up some of its Gest Street Intermodal Yard and reconstruction of a concourse overhead similar to but as a smaller scale as the original design.

Since the Ohio Rail Development Commission canceled its January meeting I am wondering if that signals a change from state leadership on passenger rail especially now that the major Cities and MPO's are advocating for expanded Amtrak service.

I wonder when they will determine that type of structure the new crossing will be. The more recent renderings show an arch bridge. Either way with the existing BSB immediately adjacent the combination will not be attractive especially when viewed from downtown or looking east while crossing the bridge. I noticed in the renderings they also show the C&O RR bridge being repainted. Unfortunately it has become a rusting eyesore and I doubt CSX will invest in a new paint job anytime soon.

Check out https://publicinput.com/bsbc for Brent Spence presentations given at ODOT's recent neighborhood meetings.

I wonder if the ORDC planning grant application to FRA to evaluate the congestion issues in Cincinnati may be a precursor to looking at expanded passenger service for the 3C&D Corridor at Union Terminal or elsewhere in Cincinnati. Seems like there is not enough capacity at Union Terminal for daily Cardinal service and 3C&D with the existing CSX and NS operations.