thebillshark

I think OKI has said hike bike trails are a priority for them. I think the biggest challenge would be the ownership status of the right of way. First and foremost the power company would have to agree to a trail. I don't know if the power company owns any of it outright, or if they have a bunch of easements. Then you might need new separate easements for the trail itself or to buy portions of parcels of property outright. This may be the biggest challenge if any key property owners would fight it. Then you may have to install some fencing or something to protect the towers holding up the lines in some way. The only thing about the power lines that suggested to me a trail might be possible is there are no structures underneath them (but that also means you couldn't plant large trees to shade the trail.) If this was going to happen you would would need a grassroots organization of people that live or work in the area to champion it, like Wasson Way has in Cincinnati. But we need trails like this. People need as much opportunity as possible to get outside and exercise.

What if there was an 11.5 mile hike bike trail along the power lines in this area that connected people, jobs, and recreation (and the new development mentioned above):

Or how about this 11.5 mile extended version of a hike bike trail that would connect even more:

What if you could make a hike bike trail following the power lines in the area like so. It would be 4.5 miles, connect a whole lot of people, jobs, and recreation, and connect to the Little Miami Bike Trail:

Preferred plan is on this document: https://www.covingtonky.gov/Portals/covingtonky/Government/The IRS Site/Documents/PART 2_2020_02_28_Final Draft IRS report.pdf?ver=R0M7QhLLy6iKF2x2x13uuA%3d%3d

^Nice visuals but typically you wouldn’t have something like the yellow line bulge through downtown Cincinnati on a transit line (where only one direction takes a long detour.) Say if you were going from Paul Brown Stadium to the arena on that map it would take you 5 minutes in one direction but 25 minutes coming back (you would probably just walk instead in the second case.)

Parking inside Burnet Woods is already by permit (at least closest to UC): https://cincinnatiparks.regfox.com/burnetwoodsparkingpass

the problem is that there are only 3 main streets going into the densest part of the neighborhood south of campus (Calhoun, McMillan, Clifton.) More garages there would cause even more traffic. Maybe they could build a new garage at MLK and Clifton and let all new development within a one mile radius claim space in it to satisfy the parking requirements, kind of like off site car storage. Not sure if that would work out better than just reducing or eliminating the requirements though. EDIT: if Cincinnati Parks could build a garage somewhere along the south edge of Burnet woods it could be a huge source of recurring revenue for them. And then if they do that why not some residential on top of the garage.

I see what you’re all saying, and took a look at Portland Max on Google maps as well, there are indeed several long portions that run down the middle of the street. But there’s a few things to note. The median of the street is blocked so that all minor cross streets and curb cuts are right turn only onto the street with rail. Also these streets tend to be on a grid with parallel streets nearby that make this configuration more feasible. In Cincinnati our arterials are often the only continuous route traveling through neighborhood business districts where it would be a big political fight to take over the right of way and implement the turn restrictions necessary for blocking off the median. Which brings me back to my original point, if there were obvious routes I think this would more of an ongoing part of our local conversation. This might be more feasible on Central Parkway as there are some long stretches without minor streets or curb cuts for major businesses compared to other routes but there would probably still be some pushback. EDIT: although from Brighton to Ludlow you could have both tracks separated on the west side of the road with few conflicts.

I think it’s counterproductive to increase the parking ratio. By insisting each bedroom (or even most bedrooms) be tied to a parking space this area is going to choke on traffic. Either by residents flooding the streets with their own vehicles, or by people being forced to live elsewhere and driving their cars in. One solution is to build housing without dedicated parking (the other solution is transit)

With this Macy’s office building conversion to residential combined with everything else there is potential to add 1,000+ population within about a 500 ft. radius of the Garfield statue

If you’re talking about something that runs in the street (not grade separated), it is subject to having to stop at all the traffic lights, watching for pedestrians and other vehicles etc. Then it’s something more streetcar-like than light-rail like. https://cincinnatiideas.com/light-rail-vs-streetcar/

I adjusted my West End to Walnut Hills streetcar concept to extend north on Gilbert and then connect the Cincinnati Innovation District and the transit center planned for Uptown (which is now part of a large UC Health project.) This line would also serve the Lincoln and Gilbert intersection for which a new effort to support Black owned businesses is named. It could help with food desert issues by connecting neighborhoods to the downtown Kroger.

Thought experiment. What about this concept to potentially re-route some north-south through traffic and truck traffic as Nashville and points south of us continue to grow. Build a new stretch of highway from I-71 near Carrollton, KY that crosses the Ohio River on a new bridge near Vevay, IN and travels through southeast Indiana meeting I-275 near Lawrenceburg, IN. Make this the new I-71. Make I-71 concurrent with the north half of I-275 to where it heads north to Columbus. Present portions of I-71 become I-471. Then build a next generation nuclear power plant somewhere along the new stretch of highway.

I think the main problem is acquiring Right of Way, there are just not the intact pathways wide enough for two sets of tracks (light rail would require a train in both directions) that pass through or near activity centers. If there were, I think imagination would have been sparked by now enough that it would be an ongoing theme in our local discussion. there seems to be one on the west side south of Queen City Avenue in the forest between South Fairmount and the Walmart on Ferguson. Would like to know more about if that could support rail.

Yes Alternative 4 is best. The others take up too much land on the south side of the parkway which could be developed and/or have some really nice place-making done with the Brighton Bank building as a focal point.

Too bad, I thought that was a nice plan for that space. I wonder if the next round of proposals will take advantage of eliminated parking minimums like the parking-lite “The Blonde” apartment building?

What about the following: 1. Convention Center expands to the north by taking over Sixth Street ROW between Plum and Elm and the 609 Elm parking garage footprint. This parking garage looks like its in rough shape anyways. The convention center would get a roughly 67,000 square foot expansion (or more, if multiple stores tall) that would meet the existing building in a way to expand Exhibit Hall A without a lot of reconfiguration. 2. If this is not enough square footage for expansion this could be a Phase 1 project until westward expansion over the highway is possible 3. George St. is beefed up to handle redirected 6th street traffic 4. Much opportunity for pedestrian activated street fronting uses is created in new buildings surrounding the convention center along Elm Street, Fifth and Sixth Streets, Plum Street south of Fifth

What would this physically look like going up the Vine St. hill?

A movie studio might be a good idea but it’s something Cincinnati could try in Queensgate or Lower Price Hill a lot closer to established world class hotels and restaurants.

not this time. I see support for this across the board. Reckless driving is an obvious problem

i am concerned this option will be presented to the public and council as the only way “forward”, possibly with some kind of constrained time frame for approval. No doubt in my mind if they block Elm with convention center expansion, in one generation or less we will be talking about how to go back and fix that mistake.

It would be great, though probably expensive, build out both Alignment A and Alignment B forming a nice loop to ride. A would be through a more natural area and connect the existing apartments while B would be more direct and connect the brewery. (The rest of that shopping center is going to be converted into 361 new apartments: https://www.bizjournals.com/cincinnati/news/2020/12/01/32m-apartment-project-anderson-township.html )

Wonder what the price tag of this vision vs. the existing plan for a new BSB companion bridge would be. Comparable? perhaps one could combine this vision with a west side Cincy bridge directly to CVG/I-275 in KY for a transportation project that would be much more transformational to the region than the existing BSB plan It looks like FWW would connect to Freeman Ave (which looks grade separated) for access to I-75N. agree in that i don’t think any of the powers that be are or would be championing this, I would be shocked if it was more than a concept

Here are the updated diagrams [/url] [/url]