jjakucyk

Shoot my old apartment in Clifton Colony was like 550 SF and it was a pretty generous 1-bedroom. Nothing micro about it.

At 400+ square feet isn't "studio" or "efficiency" a better term than "micro"? Seems "micro" might scare a lot of people off.

Kellogg got repaved between Wilmer and Salem. Spring Grove south of Hopple Street is in progress, very slow progress, mostly sidewalk work still, including the bumpouts that seem designed specifically to block bike lane construction. Spring Grove and the Dooley Bypass in Northside were also finally done (they were awful), and that was a big miss because the Mill Creek Trail is so out of the way and discontinuous, especially with such limited access. Same for Elmore and Colerain that were two-wayed. Central Parkway north of Marshall is a huge miss, and it's not like Marshall itself couldn't also have lines. Herschel near Kilgour School was repaved, as was Linwood, with no love. Marburg and Markbreit in Oakley had potential. Same with Lincoln Avenue in Walnut Hills, since MLK is a total fuck-up. Piedmont Avenue through the hospital would've been good, especially since they've been restricting parking on it. Tennessee Avenue was a miss. Much of Ludlow through the Clifton business district is on the docket, but that's a tough one. Ezzard Charles is also on the service request website, though not the brochure, same with Rhode Island.

They miss out in these huge single-floor stores too, for things that are on the other side of the store. It also doesn't mean they don't buy it next time.

NIMBY's. They think "commercial creep" in any form will end civilization as we know it.

I took the streetcar to Findlay Market for lunch today, and the arrival signs and Metro's bus-tracker website were pretty much correct. Bus-tracker was maybe a minute behind, but I saw it jump ahead a few times to catch up. If they could just make that website mobile-friendly it would be lightyears better. It doesn't necessarily even need to be mobile-friendly/responsive, just make it actually functional. Like by put the routes in a pull-down menu instead of a long list that won't scroll without accidentally clicking on a route you don't want, or getting stuck when trying to zoom, or diverting clicks/pinches to the map rather than the list. Or at the very least allow routes to be saved/bookmarked for easier retrieval. Who do I talk to about this? I'll have my people get in touch with their people and we'll do lunch.

The most current version of the LEED for Homes standards give even more weight to well-connected urban properties so that the storm water retention and management points, which are really meant for more suburban projects, aren't needed, or at least they aren't penalizing you so much for not being able to use them. Having to buy additional property just to satisfy storm water management is somewhat of an anathema to urban development.

I've seen stores where they just installed an oversized elevator instead. They take up less space, and you need an elevator anyway, so just make it all glass with nice big doors (possibly even double-sided) and that takes care of it. Somewhere in Europe (Prague or Germany maybe?) I was in a 2-level grocery store and the escalator was actually just an inclined ramp with grooves in it that would catch the grooved wheels on the shopping carts: They're basically an inclined moving sidewalk. The weight of the cart and friction keeps it from rolling (sometimes the carts have brakes or magnets), and when it gets to the end the scoops between the grooves would kick the wheels out. The advantage is that they let you stay with your cart, but they also need to be at a shallower angle, so there's more wasted space underneath and it takes a big chunk out of the 2nd floor plate.

That's not really so out of line. $1M/acre was the going rate for land in Hyde Park about 10 years ago when they were looking to sell off the observatory and subdivide it. Anything right off Grandin is certainly more. Of course if these half-acre lots were just a few blocks of the square then it would be rather infuriating.

Oh, so YOU'RE that guy!

I don't think it will actually be a continuous 3 lanes, they're just moving the lane drop from Ridge to Redbank. It's that left entrance ramp from the Lateral that causes the problem.

I prefer the weathered natural concrete to the painted stuff they're doing now, because the natural concrete develops a nice brown patina, whereas the paint just starts to get dirty and flaky and can look like crap after just a few years. For instance: https://goo.gl/maps/ftAV4WgLrf62 Plus the underbrush and trees are preferable to scraping it clean and trying to keep grass growing with all the dandelions and thistle and other weeds that spring up in it. That said, it's much harder to clean up litter in a thicket of woods. Either way, I'll take this: https://goo.gl/maps/cNyVgeg8z6u over this: https://goo.gl/maps/7PCNV77BMAU2 any day.

A heavily travelled street can be more dangerous than a cul-de-sac, but a suburban cul-de-sac neighborhood is actually more dangerous in a lot of ways than a city neighborhood of connected narrow streets because the suburban streets are engineered for at least a 35 mph design speed with wide clearances, easy grades, and gradual curves, all of which encourage further speeding. I had a meeting in a Mason subdivision just last week, and after it was done, I had to sit at a stop sign deep inside the subdivision for a good long while to wait for traffic to clear because there's only one way out nobody walks anywhere, so even a bunch of dead-end streets concentrate a surprising amount of traffic in a very short time, and the wide smooth clear streets subconsciously tell people it's ok to go fast. Narrower city streets with sidewalks, trees, parked cars, buildings closer to the street, and people milling around send a signal to slow down, and that's hugely important for safety. Even if you're more likely to get hit by a car in the city (not sure if that's the case or not), you're more likely to survive because of lower speeds. At 20mph hitting a pedestrian is only fatal 10% of the time, but at 40mph it's fatal 90% of the time.

Just keep in mind that the leading cause of death of kids over the age of 1 or 2 is car crashes. For younger kids, it's getting backed over in their own driveway, but mostly it's collisions while being driven around by their parents. So the "being hit by a car" problem is actually worse in most suburbs for a number of reasons, not just having to be driven absolutely everywhere, but that suburban streets are demonstrably more dangerous for drivers, pedestrians, and cyclists alike because engineering standards require even suburban cul-de-sacs to be designed like highways.

Even if most people live in the suburbs, Luxottica in Mason isn't able to effectively pull from Florence or Burlington, while not benefitting from proximity to Morrow or Cozaddale. It becomes self-selecting too, where you can say "nobody from [community] works here anyway so it doesn't matter" but those people are lost potential. That doesn't even address the dearth of decent lunch venues in the suburbs, which is why these suburban campuses need elaborate cafeterias and other supposed perks to try to woo people in.

It's not tone so much as analyzing the facts. Here's what I see, and if the truth hurts, then so be it. One, calling out of the reprehensible behavior of some of these ridesharing companies and their executives. That has no bearing on the service per-se, but shitty companies are shitty companies. Being anti-Microsoft doesn't make one anti-computer, nor does being anti-Uber make someone anti-rideshare. Two, noting that rideshare companies are operating at a loss and subsidizing rides with venture capital funds. That's not a sustainable business model in the long-term, and it's questionable if it's even viable in the short-term as a method of undercutting the competition. Three, realizing that ridesharing isn't a substitute for transit but a substitute for taxis. That some rideshare executives and techno-narcissists like Elon Musk think self-driving pooled vehicles are going to be some sort of panacea akin to the General Motors highway-utopia dreams of the 1930s is rather laughable in its naivete. They ignore the severe street capacity constraints inherent in single-occupancy trips (whether human or computer chauffeured) compared to bus or rail transit, as well as the unaddressed issues of parking spaces, overall pavement required for operation and storage, stormwater runoff, air and noise pollution, and danger to pedestrians and cyclists. We see how the GM "happy motoring" philosophy has turned out, and I see no reason to believe that a world of near universal electrically powered, self-driving, shared cars wouldn't lead to another sort of Jevons paradox situation.

That doesn't make sense. After the left arrow finishes, wouldn't Hopple go green both ways, with the I-75 NB offramp all red? So the only time Hopple WB would see a red light is when Hopple EB has a left arrow, or when the I-75 NB offramp has a green left arrow/ball/right arrow or however it's signaled. Besides, there's tons of intersections where opposing traffic gets a left turn arrow and right on red is still allowed. If it was a double left turn, then maybe, but even then I still think it's ok.

I doubt a simple no turn on red would be the cause of such a backup beyond simply overwhelming volume. I can't see from the Google street view how the I-75 NB offramp is signed, but I imagine there's nothing to stop someone from going straight across Hopple and getting right on the highway again. Plus when eastbound Hopple traffic has a left turn, then there's your two scenarios where you probably shouldn't be turning anyway. I would imagine there's some rule in the MUTCD that states no turn on red should be posted if it's not obvious when oncoming and/or cross traffic has the right-of-way. It could also be that since the I-75 NB offramp is a rather steep grade, someone trying to turn on red wouldn't be able to see someone else planning to cross Hopple.

Dayton has it a bit easier than many cities with nearly 50% population loss and excessively wide streets to begin with. They could go for full on Dutch/Danish cycletracks if they really wanted to.

^ Correct, basically no single-family residence can be built in the city on a lot less than 25 feet wide and at least 2,000 square feet. If you do a multi-lot rowhouse development then you get a little more flexibility, but not much.

These two photos from the 1950s are very sobering. I wish I could find higher resolution copies.

The buildings on Lincoln Avenue seem to be from the 1920s or so. Granted there's really not much to it, those are basically first generation single-story commercial buildings like you see in a lot of Norwood, College Hill, and out Glenway and Cheviot. You can see how the street grid used to lay out here: http://jjakucyk.com/urbanohio2/mlklarge.jpg

Considering they can link you to your discount card based on the credit/debit card you use, even if you don't have your loyalty card with you, I have no doubt that facial recognition is just one more step in that process.

I always found that to be a fascinating building (also Song Long is a great Vietnamese restaurant). Roselawn was developed starting in the automobile suburb age, and this was an attempt to build a commercial building with parking while maintaining a good street wall. I wouldn't say it was particularly successful, because the parking in back is fairly minimal, and it's kind of creepy back there. Plus it creates confusion with back doors treated like front doors, front doors that aren't used, and no public passage way from the parking court to the sidewalk. With some reworking it could really be an asset though.

Had I not known, I would've guessed the building originally had fairly normal looking double-hung windows. I guess because of its industrial nature the steel awning windows were a bit more appropriate/functional. http://www.thebaldwin.com/wp-content/uploads/2016/10/baldwin_bw.jpg