jjakucyk

Does Hopping Hog do lunch? I can't find any information on it.

Indeed.

Temporary striping of the bike lanes on Montgomery Road through Pleasant Ridge and Kennedy Heights is in while they're working on repaving. It's a bit disappointing how long the non-bike-lane section is through the middle of Pleasant Ridge, from Langdon Farm to Grand Vista. There's a center turn lane and two lanes each way in that stretch, with parking allowed in the curb lane during off-peak hours. Overall a weak implementation, but better than it was, which was nothing. It's kind of astounding that they had a 6-lane cross section with only 50' of pavement. If it was 55' wide then they could've done it like Delta. https://www.cincinnati-oh.gov/dote/dote-projects/montgomery-road-safety-project/

Standard and relatively easy solutions that should've been in the design from the beginning. Streets this wide (they say 8 lanes but some legs are 10 lanes) should have islands. Just get rid of the right turn only lanes and you have 10-20 feet for islands. The whole street should still be crossable in one cycle, but that gives little old ladies and anyone who didn't quite make the start of the cycle a chance. Right turn lanes are one of the worst uses of road space, the next being two-way left turn/suicide lanes. I also wonder just how marginal the benefit of dual left turn lanes with protected-only signals (red left arrows) are compared to a single left turn lane with protected/permissive doghouse signals (left on green arrow or yield on green ball) or a flashing yellow arrow. Granted the latter is less safe for pedestrians, but there's also more space to be had potentially. The single left turn from westbound MLK to southbound I-71 is kind of infuriating since it's protected-only, despite having a clear view of oncoming traffic and the sidewalk. It only allows a couple of cars through per phase anyway, and you can almost never make it in time from the last intersection to trip it. I wonder if they had other plans there.

Since when? Yeah there's two new buildings which you can see off to the right, but that's only about 1/4 of the total buildable area.

It's parked full today. Maybe the attendant was sick or something.

There has to be some sort of cleanup/remediation costs in the land. It was the Little Miami Railroad's original terminal yard in the 1840s and later became their maintenance yard after the terminal was moved to Sawyer Point. It's got to be contaminated with oil and who knows what else.

There's already some semi-inflated prices for houses along there, but they're not really selling. It's a bit of a noise double-whammy with Columbia Parkway in the back and Lunken Airport out the front.

A place that does hot pot would be nice too. Not sure that's practical for the lunch crowd though.

Bridges is Nepali, not Cambidoan. Le's Pho & Sandwiches at Court & Vine is an institution, IMHO. ?

Except for being able to slip through the most congested areas, which is kind of the whole point. No Madison Road BRT plan will have any real benefit if the buses are stuck in the O'Bryonville or Oakley Square logjams during the evening rush. Dedicated lanes through East Walnut Hills and Hyde Park would be of little use since that's not where there's traffic. And let's be real, BRT needs the equivalent of a dedicated light-rail corridor, except it's paved with concrete instead of having tracks, which generally needs Central Parkway sized streets to work on. Bus-only lanes are not BRT, they're simple express/limited buses. We need that too, it's just not BRT.

It's so weird that they replaced the pay station like three weeks ago with a new one only to rip it out for real this time.

I like that it's straight and formal with linear tree lines and not too much cutesy pavement and slaloming of the sidewalks or the roadway.

A public landing type of setup with permeable paving could be an interesting multipurpose space, but the tailgaters would probably complain about the slope.

Thing is, the point of being one story is to have easy access and a big uninterrupted flat floor plate. Building under highway bridges would lead to random columns in the space, which isn't a deal-breaker, but also there's a good 20' of elevation change between 4th and Reedy, so it can't really be single-story on the exterior, and that would complicate access for loading and people.

Where's the negativity? I haven't really seen it.

Not surprised about the smaller carts, the aisles look fairly narrow. Better use of the limited space. In the last month or two they added another shelf to the top of all the racks at the Hyde Park Kroger ("please ask for assistance with items on this shelf") and it makes the whole store feel a lot more claustrophobic, which is quite an achievement since it's a big store.

Can you actually see the streetcar (or buses) on the map like you can on bustracker.go-metro.com? That's all I want. I don't want to have to plan a route or set a destination or anything. I don't see a way to do that on the Transit app.

It's the awning that ruins it for me. The rest of the facade image is pretty much flat so it works, but trying to put an awning on it just makes it cartoonish. Either leave it off (there'd be transoms behind the awning anyway) or put up a real awning.

I think the most recent implosion was the Zumbiel Packaging plant near Xavier's campus back in 2008.

Is that still happening? It was a big deal 8-12 years ago but I haven't run into it recently.

Exposition Road in London is a good analysis of a modern shared space design. Part of the street carries through traffic and the other doesn't, but they have the same design. Unfortunately what they found, and other analyses have confirmed this, is if there are more than 100 motor vehicles per hour traveling down the street, then it will not function as a shared space, the vehicles will push all other uses to the side, effectively recreating the current setup. That doesn't mean it's not safer or less cluttered (potentially), but it won't be shared space so much as functioning more like a parking lot. Look at Short Vine for a local example. Also, pedestrianized areas need a robust walking and public transit rich environment to have enough foot traffic to activate the street, especially during off hours. Relying solely on people going to/along that street is not enough, there needs to be people going through it as well. It's also much harder to keep the space activated when you have 60-70 feet from building face to building face instead of 20 feet or less like you find in Medieval European or Asian town centers.

Thanks Obama!

I-71 is already mostly below grade between McGregor and the Lateral, so you wouldn't really need to sink it to still have a lot of room to build over. It would only peek above ground at Victory Parkway and around Dana and Smith-Edwards. Between McGregor and the Lytle Tunnel however, that would be a massive undertaking.