Robu

Just in time to catch people getting priced out of Northside. Could Camp Washington be the next big thing, offering a cheap alternative splitting the distance between OTR and Northside? Someone tell RedBike this building's going to need a station.

I believe Century Bar has plans for expansion. Which seems like a pretty good idea, that place is so small and gets crowded easily.

I thought it was orange until I found out the official color was Daffodil or Daffodil Yellow, something like that. Then I started to see it as sort of yellow. "Yellorange" is pretty accurate. Creamsicle as well. I like it.

FTFY

So... You would rather they fully encase themselves in metal and glass with a stereo?

So now there will be Lock 27, Dayton Beer Company, Warped Wing, Toxic Brew Co., and Fifth Street Brewpub all within easy walking/Link Bike distance. With Carillon an easy bike ride (on a bike trail no less) away. Does any other Ohio city have this level of brewery density in the city center?

New craft beer/cured meats bar poised to open in Dayton “Crafted & Cured,” a craft beer bar that will also specialize in cured meats, is moving closer to opening at 531 Wayne Ave. in Dayton. The bar’s owners posted an update and photos of cured meats yesterday on the Crafted & Cured Facebook page that reads, “(We are) honing our craft for the soft opening! Date to be released this week.” The new bar is located in the Dietz Block building, built in 1886 at Wayne Avenue and Jones Street, adjacent to Wheat Penny restaurant. It previously housed Norman Miller & Sons Interiors. ... A second phase of the project would include a neighborhood market to be called District Provisions, as well as a butcher shop and Latin market. http://www.daytondailynews.com/news/news/local/new-craft-beercured-meats-bar-poised-to-open-in-da/nqzcB/

@RoadmapCincy tweeted a photo of the treatment the transit-only lane is getting.

Detailing is key, and the next level would be building flat decks so the condo or retail portions of the building could be expanded to the parking levels, should that be feasible and desired in the future.

If this project goes forward I really hope the City tries to get it built with no parking. It's right on the Streetcar line in heart of downtown. Doing something like that is far more important than getting the streetcar up the hill. The rendering looks like the ground for levels will be parking garage though. It would be nearly impossible to have financing approved on a condo tower with no parking. One of the primary reasons people advocate for parking maximums -- going above and beyond simply abolishing parking minimums -- is to eliminate banks' power to set their own minimums for financing.

It's the people who own Fresh Table in the market. They are "veterans" in the sense that she was a buyer and he was a corporate chef for Biggs. ETA: It is on Race, in the Model Group's "Market Square" development.

Funding was restored in the FAST Act for the CMAX "BRT-lite" line. Bus line gets a boost Funding will speed travel between northeast neighborhoods, Downtown Columbus Dispatch - Tuesday December 22, 2015 5:45 AM Money for central Ohio’s long-planned rapid-transit bus line — think of it as a metro train on tires — was restored in the 2016 federal spending bill that passed Congress on Friday. This is a major win for the Central Ohio Transit Authority, employers, communities and commuters along a 15.6-mile route that will better link Downtown with the populous northeast suburbs. In mass-transit lingo, the $48 million CMAX Bus Rapid Transit is called a “BRT,” and it’s part of a larger overhaul of COTA’s 1970s bus system to better serve modern urbanites in what is now a major American city. The line, mostly along Cleveland Avenue, is home to 200,000 residents and 170,000 jobs. Link

As a professional in the field (transportation planning), I would urge you guys to consider whether you want Liberty to be a neighborhood street (as it was historically, based on old photos) or a boulevard. If you want a neighborhood street, then forget about the turn lane. Something like a four-lane street with 10' travel lanes, 7'-8' parking lanes. With this option you get a lot more space for development, reverting things back to as they used to be. If you want a boulevard, you don't want to skip bicycle accommodations. (I'd suggest something like jjakucyk's Denmark example up-thread.) Just by virtue of having those turn lanes, you're inviting volumes and speeds inconsistent with comfortable vehicular cycling. Here you'll sacrifice development space, but that is the cost of the boulevard choice. Building the boulevard without all proper accommodations (median off intersections, bike facilities), you're forcing on a shoe that doesn't fit. Akin to a "stroad" but in a more urban (and far less extreme) style.

Wasn't a portion of taxes generated by the casino on the streetcar line earmarked to fund streetcar operations?

I think the issue here is that Clevelanders consider "Downtown" to be synonymous with the city's Central Business District. But other cities refer to a small cluster of neighborhoods to be their "Downtown." Like in NYC, any neighborhood south of 14th Street is considered a part of Downtown. Similarly, Dayton considers the Oregon District a "downtown neighborhood," as Cincinnati does Over-the-Rhine. So the article's authors are not cheating, but they are using somewhat arbitrary regional definitions. Something more objective (like population within a certain radius of the geographic center of the central business district) might have made more sense for comparison purposes. But even then the definition of a CBD is fundamentally arbitrary.

Ah, lol. I thought I must be missing something. It was the dual-use parking lanes on the 4-lane option. :-)

I realize no one here made those PDFs, but can anyone surmise as to why the 4-lane option allows 30 feet for development (with 60' of ROW for road+sidewalk), whereas the 3-lane+bikes option has "does not allow for development" in the cons column and says it adds 8 feet for development (with 66' of ROW for road+sidewalk)? My math tells me 16 feet disappeared into thin air. If a Dutch-style grade-separated bike lane were used (like jjakucyk posted on the previous page at 1:40 pm yesterday), the buffer space could be skipped and a good 18-20 feet should be made available for development.

Slightly off-topic, but the Dayton/Miami Valley region boasts the largest paved bike trail network in the country, with over 300 miles of trails. It would be exciting to have a bike trail network webbing through all the populated areas of the state. Links like Wasson (and the Kettering Connector in Dayton/Kettering) are critical for making the network viable for utility (trips to the store, commuting, etc.) versus merely recreational trails people drive to for fun and exercise.

This plan is getting press in Dayton now. Bypass proposed as Brent Spence bridge alternative Dayton Daily News | Monday, Nov. 9, 2015 By Lawrence Budd - Staff Writer Debate over the merits of a proposed bypass road that would travel more than 60 miles from interstates 75 and 71 in northern Kentucky to Franklin in northern Warren County has divided leaders on both sides of the Ohio River. Supporters say the Eastern Bypass is a more affordable alternative to the plan to improve the Brent Spence Bridge over the river, as well as add another lane along eight miles of interstate in the two states. They add it would also open up areas from northern Kentucky and southern Ohio for economic development. More at: www [dot] mydaytondailynews.com/news/news/local/bypass-proposed-as-brent-spence-bridge-alternative/npKF6/ (Sorry, I can't post links.)

I don't know if it's my preference for a more contemporary aesthetic (which could be fleeting, as stylistic preferences often are), but the car delivered Friday is far more impressive-looking than the one displayed five years ago. Of course, the real superiority is not in aesthetics but the uniform low floor, which will be even with the boarding/alighting platform at every door. I wonder why there hasn't been more reporting on that feature in the media.

As mentioned in this report, some surface lot owners may be interested in teaming up with a developer if they can operate the parking component of a vertical development.