DTCL11

Not sure if it's addressed or not in the article, but maybe Intel can be a big sponsor for some of the 'extras' that the airport may want. Probably won't require a tram, but a nice Skywalk system for connected garages etc. Ultimately, Columbus doesn't need to be a big airport. It just needs to be a well done airport. I was just in Providence this week, and although it's a time machine (they are updating), I could help but think it's a great model for what to expect in terms of size and organization. I found myself legitimately thinking, 'oh. This is what security will feel like when all the airlines have a single security checkpoint'... so long to the days of 10 minutes to get through security, or 2 with TSA Precheck. But thats not a complaint. Just a reality we get to look forward to when completed.

Looks like it's not that bad and they plan to repair and get up and running. There's lots of options but it has to get sold first I supposed. Loopnet says it is not for sale but I did find an active listing elsewhere. It has been for sale since spring of 2019. Currently listed at $6m for almost 2.5 acres. https://www.propertyshark.com/cre/commercial-property/us/oh/columbus/397-w-broad-street/ For that price, it's going to take a big local player or an out of town player to do anything good with it. And whether or not it gets torn down some day, I still wish CDCC had acquired it for the full peninsula project. They could have pulled in a partner specifically for it that may specialize in rehab as well. And along the lines of your idea, might have had some sway to tunnel under the western tracks for full connectivity. Turn part of the building into more artist Lofts etc to continue the Franklinton feel etc. Along the lines of connectivity, I'd love to see them bring back the proposals, or others similar, the the Franklinton Gateways from a number of years ago

That's probably not great for viabililty of the structure. Is the property still listed for sale? I'd honestly be indifferent if it was gone. (And I'm very rarely in the mood to tear something like this down) .The site makes it difficult for meaningful restoration and interaction with Broad or State. If we could go backwards, I really wish this land had been acquired and included in the peninsula development. I would rather tuck the parking decks in between the tracks than take up SO MUCH space east of the tracks. Add some retail or something to Broad and State. Perhaps a portion of the top of a deck could have been used as an extension of a 'highline' project as well. But I guess there's no looking back now. 😕

Time to bring in Walgreens! Re: downtown location It gives me Panera on campus vibes. Giving up on the high density location on High for the low density location with a focus on drive-thru... but in that case, Lane is evolving and that model will be ineffective there anyway and hopefully torn down for more density.

The grocer may have similar demands for the contingent offer. That would be my guess. The City Apartments built to accommodate a grocer and none have taken the bate. Even with a new space and plenty of parking and tons of new residents in an area likely to explode in population. A major grocer on ORR makes so much sense with the impending population boom, BRT, etc. Yes, the Clintonville GE and Krogers are nearby. The Grandview Yard Market District is close but those struggle with ease of transit access. So it seems like a no brainer. At the VERY least, get rid of the handful of parking spaces abutting Neil to allow for more buffer. Unless someone (CASTO) wants to sue or the city really wants to take on CVS... then it's probably a done deal. What a shame. Had all the potential for something really cool. At least there's a handful of apartments now? /s

Hmm... you'd think they'd have combined them anytime over the last 30 years of so lol. That is ultimately good news. The city needs to get whatever Schottenstien entity is going to take responsibility for the parcels to build something or start turning the screws to make it less desirable to sit on a parking lot. Especially large areas owned by the same entities. The effects of that could be tremendous.

I should clarify that it is technically 'Bicenntenial Plaza Holding Company, LTD'. It seems that it is a subsidiary of the Schottenstein Group. Which would be in line with the Millenial Tower proposal from Arshot (another Schottenstein venture). What always confused me about the Millenial Tower is Schottenstien doesn't own the entire block to begin with. And there hasn't been any transfer of of the parcels anytime recently. Another interesting tidbit. Looks like Arshot owned the Bicentenial Plaza office building at one time as well. Blue: Bicentennial Holdings Yellow: Other Entities Green: CASTO sale

Those were slated on the parking lots to the East of Ludlow. They don't appear to be part of the sale. Bicentennial Plaza LLC appears to be maintaining ownership of all the surrounding lots. Looks like the sale is for the office building and the small service lot up to Ludlow.

That is a big part. I guess I assumed that perhaps the shopping center predated the CVS. Looks like the building dates to 1994 (though it seems older than that). I'm not sure how to see if they were an original tenant unless someone else remembers way back then. Interesting tidbit, looks like Nationwide owned the land from 1981 to 2004. Nationwide Development Corp 1981-1997 and Nationwide Mutual 1997-2004. NRI was founded (or evolved) in 1996 . I'm curious if Nationwide had some thought to make it offices at one point by transferring it to their Insurance Holdings rather than keep it under their development arm like the rest of the Arena District. Prior to Grandview Yard, any Nationwide offices that weren't leased appear to be under the Nationwide Mutual arm. It's moot at this point bit I do find it interesting.

Blargh. So they have CASTO even more by the B***s. But you know, if CVS wanted to shut down, they can probably pull out with little negative impact to them and likely a stipulation no other pharmacy can take their place. I mean, I get WHY they have such crazy contracts but it is no less maddening and detrimental to good neighborhoods in this case.

If I understand correctly, the additional height was for a more impressive penthouse level so i don't believe it will affect the number of units but I would be interested to find out for sure and the rational. The additional height looked better. The updated looks squat and I can't find the right word for it... unfinished? There is also the update to the park facing facade. I'm not entirely sure how I feel about it. I don't dislike it but I don't love it? It might make more sense if it is intended to be the backdrop of the pavilion maybe.

Looks like it may have gotten some sort of arbitrary haircut compared to the last release. Do we know if improvements to the park including pavilion are still in the plans?

I'm not sure about waiting on the lease. CVS and other major retail leases can be decades long. If it wasn't terribly long or there weren't significant penalties, CASTO would break it for a major development like this. These things are pretty ironclad and can hold the landowners by the b***s. But like others have pointed put, why the difference in treatment for this one and the High and Lane One. What fascinates me is the current location doesn't have a drive-thru to begin with so the insistence for it is beyond me as their clientele hasn't demanded it. And I'm not sure how much of the market they would gain with the addition of a drive-thru as the surrounding area continues to add density. If the inclination is to wait out a lease (for however long it will be), the existing structure can be shored up on the north side of CVS and the remainder demolished. Hell, they could probably adapt to add a drive-thru to the current structure as well with partial demolition. CVS is demanding no down time and such a renovation to the current structure could satisfy that demand as well. Of course this doesn't address the grocer demands. No grocer seems willing to take the chance on an urban store. So CASTO is stuck with the choice to lose the option for a grocer altogether or fulfill the community desires for a specific retail while sacrificing density. It probably wouldn't be feasible to build a space for a commercial grocer in an urban format without the agreement ahead of time. The other reality is many urban groceries are really just a grocery store with a garage. Even in some of the most population dense portions of New York and Chicago, most (not all, but a comfortable majority) are less mixed use than we might idealize. This also applies to the ever so coveted Trader Joe's. So perhaps, the best thing for this property is to drop the focus on a major retail grocer. Or expand the search to something like a Target who is much more comfortable in a mixed use build. Too bad CVS doesn't see the opportunity to try for both. I haven't seen any CVS versions that I recall, but Walgreens does have an urban model that also has a grocer component complete with a small deli counter, sushi bar, etc etc. It's not the most exhaustive grocery but it is better than nothing.

I spent some time reading through the whole set of literature, and honestly, it's easy to see why they won't give a timeline. The thing is, this, like other interest group proposals we have seen so often are just ideas. They got developers to play Sim City. In reality, they put together some concept drawings to give the greenways some oomph and neat new park amenities etc, but there's no backing financially at this point. The concept of 'connecting' is a bit of a misnomer it seems since they barely touch east-west mobility beyond picking major roads and saying 'improved pedestrian and bike infrastructure' and line them with trees. Great. You gave us tree lines sharrows. The investment for this is going to be interesting over time. I can see a couple elements coming together, but unless ODOT, the State, and Cities come together for a major funding push, I think it's just going to be a thing that exists that some developers may take elements from but I don't see a scenario where even half of it comes to fruition in a reasonable amount of time. That would mean diverting, by my guess, a few hundred million from somewhere else. Perhaps Ohio can afford to refrain from an interchange or two /s A portion of the greenways plan is really an extension of the 2010 Downtown plan that focused on the Olentangy. The most notable achievement of the downtown to highbanks improvements was the removal of the 5th Ave dam and restoration around OSU. In the plans, it called for other removals noting that 'the benefits of restoration far outweigh the costs'... the city would later revise that and say the remaining low head dams would be cost prohibitive in part due to utilities. Note that the plan specifically outlines that long term means 5-10 years. Obviously 3-c is a complete write off but in general, the 10 year plan was.... well, I'm not sure. Only Three ideas can unequivocally be considered completed or well on their way, even if a bit more extended on the time-line than expected. One isn't started but can finally be reasonably assumed to come sooner than later (transit terminal). For aren't on the horizon any more than they were in 2020. I guess the SE Corridor could go either way. They've made improvements and there's a proposal or two there but it doesn't feel on its way like Topiary Park. And I'm not sure how to categorize the Creative Campus and High Street. I'll be curious to see if they repeat some ideas in the new plan or not. Interesting excerpt from the 2002 plan: Downtown light rail may provide such a solution. Clean, electrically-powered light rail cars with state-of-the-art, no-wait service will help alleviate bus congestion along High Street and assist with traffic management as streets are converted from one to two way. A demonstration project could substantiate the viability of this important investment. For example, the initial phase could run from The Ohio State University campus to the Brewery District. Smaller buses could circulate from east to west, bringing more passengers to the rail line. Such a project will position transit to serve the need of getting around Downtown, rather than focus on quick entrances and exits. It would also provide streetscape and other amenities as rail stops would be landscaped and well lit. Federal funds might also support infrastructure improvements along High Street. Since a demonstration project or a fully developed light rail line may take some time to develop and implement, another interim option may be a shuttle service between key Downtown destinations. These shuttles have been successful in many U.S. cities.

Man, that's a lot of planning time. It's good to hear construction is slated to be less than 2 years, which is fantastic once the the ground is broken.

Is there more detail on how or why is it 'something special?' Seems to be a pretty standard build. I know there's been talk about the NW corner of High & Price, but it's not 100% clear to me who owns that strip center. The LLC name fits with Wood Cos LLC patterns but doesn't share the same main mailing address. Oddly enough, the mailing address for Price&High LLC is 21 W Hubbard, the location of this build so probably Wood(?) If so, then that piece appears to be the last blank slate for Wood in the neighborhood they had a HUGE part in developing. I hope those leases expire soon and those businesses can relocate because I'd love for Wood to do 'something special' there as well. I imagine the leases are what is keeping a project there from really moving forward. The loss of Paradise would be significant to the community so there would need to be logistics involved in relocation or ability to maintain a presence. Local bar is close to an institution at this point, but, as much as I like it, there's many more bars to fill the void. And we have seen that Salon Lofts is holding on to that space. And they may have quite a bit of power over leases. I had really hoped that Hubbard would have totally addressed their needs but I guess not. And we all know the Short North has a shortage of salons /s The Family Dollar property is still held by Family Dollar Corporate. I'm pretty sure they aren't in the development business and have no intention of opening a new store there. The key will be to figure out who can offer them enough money to release the property with an unsolicited bid or how the city can sway them to release the property. The land would sell in no time if it went up. And it would demand a hefty price and warrant a hefty build. And the size of the lot would allow for a great build and (annoyingly) with space enough to include a sizeable deck to service the Northern section of the SN. Lastly, speaking of the cash checking place.... Equitas bought it in December for $3.06 million. This means Equitas owns quite a bit of land on that corner. I wouldn't expect anything huge, but perhaps they have long term vision of something like the King Lincoln Medical Center. If they partner with someone else, it could be more significant. I wouldn't expect them to sit on it too long so hopefully we hear something this year.

Is there a resource where we can find out how much bike infrastructure Columbus builds year over year? I'm a bit biased being in Old North and not seeing some parts of the city very often. Certainly this area has been getting and will soon be getting more dedicated (though not protected) lanes. I'm curious to see how much Columbus has really added since 2015 when Summit and 4th were redone city wide.

Reading up on the latest for LinkUS and the general COTA news, it's so frustrating to think that 2028 is the earliest that one of the Transit Corridor BRTs will be completed IF federal funding comes through. Without it, it will be later. The fact that it takes that long to install a BRT on a mostly 6 lane road seems excessive. This should be easy. With abundant examples, it shouldn't be taking years to develop a plan and hoping with fingers crossed that funding comes through, and if not, oh well. Omaha, Nebraska announces a streetcar project expected to be operational in 2026. 4 years to plan, study, and build. The LinkUS Corridor Initiative was announced in Summer of 2020 and doesn't expect any groundbreaking until 2024 at the earliest on any of the corridors with 4 years of construction and study before service begins. And yes, the corridors are longer than others, but again, building a BRT along significant stretches of insanely wide roads is not rocket science. Minneapolis announced their intents to create BRTs many years ago but funding was a big hinderance. As of 2021, two of their routes were open and these involved major construction of special transit facilities, ramps, bridges, etc in highway medians (imagine a BRT along 71 from Polaris to Downtown). Construction for the first line took roughly 3 years. The second line took about 2 years for the BRT (light rail is taking much longer but for sake of apples to apples, I'm just referring to the BRT) Expansion plans take them to 2040 (including rail). Indy announced corridors concepts in 2016. Conducted studies and design and had their first line (Red, 14 miles) operational in 2019. Construction just started on the 15 mile purple line which is expected to be operational in 2024. Again, roughly two years. At which time, they plan to have begun, or begin soon after, on the Blue Line. In 10 years, Indy is projected to have planned, studied, and constructed 3 full BRTs while Columbus will spend almost half that time hoping to get started on the first. And Columbus plans on 4 years of construction... for a BRT... on Broad Street and Main Street... I supposed the good news is that LinkUs is working through East-West and the Northwest concurrently. COTA is probably my number one reason for wanting to live elsewhere. Don't get me wrong, there are positive improvements from where COTA used to be. And certainly new leadership is what was needed to even get this far. And they are finally putting the time and investment into these plans and not throwing them out like trying to stick spaghetti to a wall. I applaud them on their changes for fares and fleet purchases. But is still seems like the city and MORPC keep their focus on 2050 and lose the sense of urgency. As other cities eye the shorter term and immediate transit needs as they build out better systems. And just like mobile pay systems where leaders decided to reinvent the wheel and spend years developing a mediocre app when we could have borrowed from successful operators and been less behind the times, they seem to be doing the same with BRT. A concept that is hardly new and is virtually plug and play nowadays, especially with abundant space available. And yes, there are systems that take longer, but ours really shouldn't be that way. (All this fails to mention the fact we can't even get them to commit to restarting the CBUS) It's just a bit exhausting living in one of the biggest cities in the country and still being so far behind. Always.

I've been tossing around the idea of whether or not Breeze is Columbus' best chance at becoming a hub. None of the other big airlines are going to add Columbus as a hub. Not with other hubs so close. But the timing might be right with the new terminal for Breeze to have a bit of leverage and input into the new terminal as well. Currently, Columbus has the 4th most destinations of the 27 airports currently and slated for service. And with Breeze offering a much larger (quantity) of first class seats, much more in line with Delta, American, or United, they'll be able to compete with that market offering more point to point destinations like SW. This is also versus a Frontier and Spirit with much more limited seating options. Want the point to point access of Southwest with more seating options? Sounds like Breeze has the market to gain. Also, Breeze Airways fits with the CMH blue branding anyway... so there's that too. Lol.

Since it encompasses quite a bit, I'll put It here. (Feel free to move it). The window was a bit dirty so it's not as clear as I would have liked. 😑

It is most likely a typo. Gravity 2 includes a 6 story office building that is sufficient in size for hundreds of jobs, not thousands. Add on any retail, building staff, etc and perhaps it was supposed to be 1,000 jobs. 7,400 construction jobs would also seem to be a typo. Granted, the Intel factory is supposed to be 7,000 construction jobs. Would be kind of funny if the type was in the application and thats what won them credits rather than the type being in the press release.

I really want to see the scoring and ranking for this. Anyone want to submit a FOIA request and post the results? Lol. I really am fine with most of the projects around the state and how heavily they skew toward affordable housing. Under that concept, I can see why North Market Tower might rank lower than others. I jusy really can't see how CMM got ranked when it's barely qualifies for what a mixed building is to begin with. Office space, river access, a coffee shop, and an art gallery? Bit of a stretch for me. I'm sure job creation ranks high. But the rest? Does public park/river access somehow tips the scales.

I'm still floored cover my meds was able to come in so late and take any of these credits. What a joke. 1600 jobs and a free art gallery. Cool. Cool. Cool. Cool. So, now we wait to see if North Market and Easton were truly dependent on these or not. And to my point, the Centennial Block in Cleveland took up $40,000,000 of the awards. Thats almost half of all of the available awards to a single project. With the other Cleveland Winner, two downtown Cleveland projects got $48.5 mil of the tax credits. This is NOT to say those two projects weren't deserving. 864 affordable housing units in a Downtown is HUGE so I can see why that was weighted heavily. Final edit: so this means 2 of the 3 Columbus projects will not see any changes or impacts. So the credits don't do anything to add 'oomph' to the projects. Certainly, Kaufmann can put the savings toward the next phases so that's fine. As I mentioned before, now I'm really curious if we are going to continue on a mentality of 'maybe they are waiting on TMUD', see some excavators get digging, or how many were truly reliant on the TMUD and won't proceed without it.

In theory, that does seem to mean depending on who scores highest in the more 'objective' score ranking, it could mean the number of projects selected could be impacted. So, if North Market gets selected, it's a significantly larger project than most of the list and it could take the place of (let's say) 5 other smaller Major City projects in the same calendar year if it is selected. But then if North Market is down on the list, but that would tip the award over $100mil for this year, do they skip it and continue to fit what does add up to the $100mil. What a fascinating cluster this may be.

I forget if we know how many are selected. Is it a flat number of awarded projects or x number of projects totalling to a certain amount each year? So depending on what projects are selected can impacted the number of projects awarded.