The cool thing about these spots are that they are soooo huge you can fit 2 scooters side by side in 1 space if you use your center stand. Since many scooterists know each other or will eventually, they can split the cost of the meter and park for half price when the meters are in operation.  They made these spots big enough for a goldwing or Hardly Worthitson on a sidestand. :-D

 

Dan @Parkandvine wants a spot on Vine near his store. Be sure and email the city with that location!

In Downtown Cincinnati, two-wheelers can park free until spring

http://www.soapboxmedia.com/devnews/twowheelpilot1028.aspx

 

After counting more than 600 votes, the City of Cincinnati has announced the top five winning locations for scooter and motorcyle parking in the downtown area.

 

The winning locations include:

• Sycamore Street, between 4th and 5th streets
  
• Walnut Street, between 5th and 6th streets
  
• Broadway, between 6th and New streets
  
• Eighth Street at Vine Street
  
• Seventh Street at Sycamore

 

The pilot program will begin with free parking until spring, when it will be evaluated.

 

"Making downtown greener and more user-friendly is very exciting and adds an important element in meeting the needs of our residents, visitors and office workers," says city manager Milton Dohoney Jr.  "We will evaluate the pilot program to make improvements as we consider where else in the City we can implement two-wheeler parking."

 

Recently, CNNMoney.com reported that scooter sales for the first half of 2008 are up 66 percent over the first half of 2007.

 

Also last week, Vice Mayor David Crowley proposed a sticker program that would allow drivers of certified electric cars to park for free in city-owned garages and parking spaces.

 

Both projects are recommendations of the Green Cincinnati initiative, a list of 80 short-, medium-, and long-term recommendations designed to reduce the city’s greenhouse gas emissions by 40 percent over the next 20 years.

And the Pulse weighs in on this popular news item...

 

Scoot into a Spot, Free for Now

http://www.pulsedt.com/blogs/default.asp?Display=2951

 

What's green and cool, great to have, and is, for the moment, free of charge.

 

Two-wheeler parking spots, thanks to the city's Department of Transportation and Engineering (DOTE).

 

After completing an online survey with the community receiving more than 600 responses to questions of the best parking spaces for two-wheelers DOTE, along with parking facilities started its pilot project reserving two-wheeler spaces Downtown last week.

So, I have to ask...

 

*Did actual scooter and motorcycle riders actually vote in large numbers for these parking spots, or was it just us people who want *any* progressive change to happen in the city?

 

*Are people actually using these spots for their intended purpose?

 

*Are these parking zones actually being enforced?  I've seen an heard several examples of automobile drivers using them as free, short-term parking spots.

 

I've seen more bicyclists downtown and *anywhere* else in the city more than scooter and motorbike riders.  I'd be lucky to see even a couple of the latter.  It seems to me that there is *much* more demand for bicycle parking, apparent from the bikes locked to trees and parking meters I've seen.

clearly you have never been to the comet on a night when the scooter gang shows up

I've seen more bicyclists downtown and *anywhere* else in the city more than scooter and motorbike riders.  I'd be lucky to see even a couple of the latter.  It seems to me that there is *much* more demand for bicycle parking, apparent from the bikes locked to trees and parking meters I've seen

.

 

Scooters are very small and it is illegal to park on sidewalks, I have had my scooter knocked over 3 times from cagers not seeing(?) my scoot parked on the street.

 

Did actual scooter and motorcycle riders actually vote in large numbers for these parking spots, or was it just us people who want *any* progressive change to happen in the city?

Yes, local scooterists voted. The larger local scooter site  is very active. Total posts 31716 •Total members 545

 

I have been using the spot at 8th and vine regulary since it opened.

 

 

Some dude tearing up Columbia pkwy : :banger:

 

 

I've seen more bicyclists downtown and *anywhere* else in the city more than scooter and motorbike riders.  I'd be lucky to see even a couple of the latter.  It seems to me that there is *much* more demand for bicycle parking, apparent from the bikes locked to trees and parking meters I've seen.

 

I would agree with you about there being more bicyclists than scooter riders, but currently there are many places Downtown and all over the City where bicyclists can lock up their bikes.  They can also use things, like you mentioned, like trees, parking meters, etc as impromptu arrangements.  Personally I think this situation needs to be improved greatly, but before this scooter effort there were no such parking arrangements for the many people who use two-wheelers to get around town.  The two scenarios are not mutually exclusive...they actually compliment one another.

I have to disagree. There are very few places were cyclists can legally lock their bikes up. There are very few bike racks in OTR and downtown, and I counted only 15 in a sweep a few days ago -- compared to downtown Lexington which has hundreds of racks in the downtown and near UK. Parking meters and trees don't convey an attitude that the city cares, and our last citywide bike plan was last penned in the late 1970s!

clearly you have never been to the comet on a night when the scooter gang shows up

 

That's not downtown, and that's not where the parking is.

 

And your assessment is completely wrong.

There are 50 locations for bicycle parking Downtown with hundreds of locations around the City.  With this new program there are now 5 scooter parking locations Downtown and no where else in the City.

 

Downtown bicycle parking locations:

http://www.cincinnati-oh.gov/transeng/downloads/transeng_pdf34758.pdf

I have to disagree. There are very few places were cyclists can legally lock their bikes up. There are very few bike racks in OTR and downtown, and I counted only 15 in a sweep a few days ago -- compared to downtown Lexington which has hundreds of racks in the downtown and near UK. Parking meters and trees don't convey an attitude that the city cares, and our last citywide bike plan was last penned in the late 1970s!

 

That's really what I'm conveying.  I've had my bike knocked over several times being locked to a parking meter, and I even had the kickstand to avoid it!

 

I agree that it doesn't show much commitment to the bike-riding population.  The fact that one much look for random objects in order to secure a bike...I just don't agree with that.  Often it ends up being a location where it serves as an obstacle for someone else (for example, parking meters).

 

Another thing that bothers me is that the city is using this pilot program to show commitment in reducing carbon emissions.  However, many scooters don't have catalytic converters that ensure reduced pollution, and many pollute MORE than automobiles!  Furthermore, they don't actually yield significant reduction in emissions even when they do and based on mpg.  The city has *expressed* a few commitments to the bicycle, but mostly for recreational purpose (for example, Central Riverfront Park).

 

I just don't think this very well thought out, and it overlooks the demand for a more popular, less polluting mode of transport--one which would MEET the city's goals of reducing emissions in the next several decades.

There are 50 locations for bicycle parking Downtown with hundreds of locations around the City.  With this new program there are now 5 scooter parking locations Downtown and no where else in the City.

 

Downtown bicycle parking locations:

http://www.cincinnati-oh.gov/transeng/downloads/transeng_pdf34758.pdf

 

That map is a joke.

 

All those pink dots are parking sign poles or something similar.  It shows no commitment to the mode, and assigns no defined space for them to park.

 

From the PDF you linked:

 

UNDESIGNATED BIKE RACKS

There are thousands of free places to park

are not signed “Bike rack”. The best facilities

contact with the frame, accommodate cable

variety of bike frames/sizes.

 

Where the sidewalk is narrow, take extra care

ways. Park parallel to the curb. Maintain access

buttons and cross walks, utility boxes, flower

to businesses.

 

Please avoid locking to trees, hand railings,

café railings and other private property.

50? I doubt that many are still up -- because they were installed in the 1970s and as the program clearly shows, the city had made no commitment to bikes until now. I don't know how reliable the map is -- because I passed by many of those locations and couldn't find many. Perhaps they were simply not replaced, or they were the type that has a loop through a parking meter (like the ones on Montgomery Road just south of Norwood).

My point is that while we need to improve our bike infrastructure and support for bicyclists, we can't also ignore a segment that has been completely ignored until this point.  This is a baby step for those who ride scooters, mopeds, or motorcycles, but it's a step nonetheless and that's a good thing.

 

We need to also push for more bicycle funding and support, and do so not at the expense of other multimodal transport efforts like this two-wheeler program.

Another thing that bothers me is that the city is using this pilot program to show commitment in reducing carbon emissions.

 

I think they have more in mind than just carbon emissions.  These vehicles have a much smaller physical footprint than cars and SUVs.  If the city can get just 1% of commuters to switch to bikes, scooters, or motorcycles, that would make a difference in both traffic congestion and available parking. 

Another thing that bothers me is that the city is using this pilot program to show commitment in reducing carbon emissions.

 

I think they have more in mind than just carbon emissions.  These vehicles have a much smaller physical footprint than cars and SUVs.  If the city can get just 1% of commuters to switch to bikes, scooters, or motorcycles, that would make a difference in both traffic congestion and available parking. 

 

Well, I wish them luck in that goal.  I think they'll always have competition for street parking from automobile drivers though.  That won't go away.

Personally I think this situation needs to be improved greatly, but before this scooter effort there were no such parking arrangements for the many people who use two-wheelers to get around town.

 

Many of the new scooterists that I know are commuting are from WAY out, I'm talking Milford, West Chester and beyond on an almost daily basis, where riding a bike that far is a little too hardcore for them.

 

When you are riding an air cooled 90 mpg 4 stroke scooter there is very little pollution involved. Yes there are 2 strokes out there, but even the new ones are passing  Californias strict emission guidelines with the stock cat.

 

The local scooterist club and MOBO bicycle Coop in Northside are very tight, they help at the Rally and the club raises funds for Mobo. I also ride and promote Bicycle use. (scooters make you lazy)  :-)

 

We needed safe, legal (on street) parking in the city center.

 

 

 

 

So those signs on three poles were meant for bicycle parking?  I never realized that.

it is very unfortunate that there is not either more scooter parking, or they cannot legally park out of the way on the sidewalk. I have been verbally abused (for some reason only around the westside market in Cleveland) by people who feel I should not take up a scarce street parking space . Hey, I pay for a tag, insurance, etc so kiss off.  These tend to be older people.

 

I would prefer to tuck it along a building or an alley, and I sometimes do, but there is allegedly an overzealous cop with a H*&*on for scooters ticketing people in my neighborhood.

 

In more scooter friendly places Ie pretty much all of Europe (and Asia I am told) there is special parking, and where there is not, you can park on the sidewalk. These areas are very densly populated and they seem to do fine (ie the scoots are not impeding car or foot traffic).

 

 

I've been away for the last few months and I'm curious about how these have been being used?  Also, how are automobile drivers treating them?

 

Anymore recent pictures of them in use?

No pictures, but I did see all the spaces near 6th and Walnut in use today.  I normally see at least of the spaces used every day.

^Are they mainly being occupied by motorcycles or scooters?

its been really cold this winter

I saw quite a few in the spots this evening, and when I was biking yesterday, I noted that about 40% of the spots were filled.

who started the movement there to get the city to do this? I want to do this in Cleveland, but historically I can't seem to play nicey with the city. Although, as far as I can tell this would be a no brainer/win-win for any politician to push through...at least if they want this city to to look like it has entered the 21st century.

I can't wait to bring my Yamaha Zuma down to Cinci soon! I've had it for years, but just can't get it reliably to my apartment (or easily).

Cincinnati's two-wheeler parking program taking next step, needs community input

http://www.soapboxmedia.com/devnews/0512twowheeler.aspx

 

In October 2008, the city of Cincinnati introduced a pilot two-wheeler parking program. The early stages included involvement from the scooter community, the city’s Parking Services Department and City Council member Chris Bortz’s office looking at a similar program being run in Columbus and thinking it might be something that could work here as well.

 

Five downtown locations were originally chosen based on a poll that allowed citizens to vote for the spots where they would most like to see the dedicated on-street parking for two-wheelers, in addition to a reduced rate parking location. City planners have noticed that the spots are heavily used when the weather is nice, and have seen steady interest since the program’s inception.

 

The most popular parking location is at Sixth and Walnut streets. Its central location and proximity to popular establishments seem to be driving the high rates of usership. Mel McVay, city planner with the city of Cincinnati, says that the department is currently in the process of studying the various locations to determine which spots have been successful and where future spots may be needed based on usership and community input.

 

The Department of Transportation and Engineering is looking to engage the community once again in this process to ensure that the best data is found in order to make the program a long-term success. “Our greatest asset is getting community input to find potential spots,” says McVay.

 

The involved two-wheeler community has continued to share their thoughts on future locations and the operations of the existing spots. Since October, the Department of Transportation and Engineering has received over 100 emails in regards to the program.

 

The community input will be used in conjunction with the Department of Transportation and Engineering’s analysis of the current spaces and compiled into a report to be given to the Economic Development Department in the coming weeks. The hope is to put the information before City Council at the end of June before they take their summer recess.

 

At that time City Council will be able to decide how best to continue the program and what shape it will take in the future. Such issues as locations of the spots, and whether the spots will remain free, will be up for discussion.

 

Some of the most notable neighborhoods outside of downtown that have shown interest in two-wheeler parking locations are Northside and Clifton, where the scooter community is particularly strong. Other neighborhoods will receive consideration as well.

 

In the end it depends upon community input as the parking locations will be used by people at the community level. Those that show the greatest interest have the highest probability of being used and thus being successful.

 

McVay emphasizes that community involvement is of the utmost importance and stresses residents should continue to share their thoughts and concerns with the City. You can do so by sending an email to [email protected].

Two Wheelin' in Cincy + Update

http://www.urbancincy.com/2009/05/two-wheelin-in-cincy-update.html

 

Norwood might be an unlikely place to sell Vespas and other scooters, but I encourage you to check out Metro Scooter. They sell scooters, gear, and safety equipment. Many of the scooters they sell get upwards of 75 miles per gallon, and some even get 100mpg or better.

 

Like cars, scooter prices vary depending on the size, style and features, but unlike cars, scooters are far less expensive. They range in price from in the $1,000's to around $3,000 and up. These vehicles are great for traveling in an urban environment while being light on the wallet, but there are other positive benefits as well.

 

Parking and maneuvering a scooter downtown is easier than a car. They take up less space than cars, so more people switching to scooters will reduce the need for parking spaces, increasing the room available for economic development. Taking more cars off the road also reduces congestion and emissions. Be sure to check out this great article for more on the scooter scene in Cincinnati.

 

Two-Wheeler Parking Program Update:

The City's Department of Transportation and Engineering (DOTE) has been studying the current two-wheeler parking locations throughout downtown over the past couple of months. In addition to the study they have continued to receive lots of community input about where future locations might be best suited.

 

From early results, one of the most popular parking locations is the 6th & Walnut spot which also happens to be the closest location to Fountain Square. As a result the City is really trying to find another location with close proximity to Fountain Square to offer the 6th & Walnut parking spots some relief.

 

So far the City has identified three additional two-wheeler parking locations in the downtown area. Mel Thomas, from the DOTE, is really encouraging people to continue to send ideas for more spots as their next round of studies will start to look at additional neighborhoods outside of the downtown area.

 

Another item that will eventually be studied is whether to keep the parking spots free for two-wheeler users, or whether the city should start charging some kind of rate for the spots. All of this will be worked out as this is still a "pilot program" and is assumed to have kinks that need to be worked out.

 

Thomas encourages people to share their thoughts on all this and more by June 5th by sending emails to [email protected].

 

Proposed additional two-wheeler parking locations (GoogleMap) Downtown:

1. [*]100 Central Parkway (Adjacent to Coffee Emporium, close to the Gateway Garage and Kroger Bldg.)

[*]639 Main Street (Adjacent to the Aronoff Center - Fifth Third Bank Theatre, close to Fountain Square.)

[*]McFarland Street at Elm Street (Close to the Enquirer Bldg at 312 Elm.)

City Initiates ALL-Electric Car Incentive Program Pilot Project

http://www.cincinnati-oh.gov/city/downloads/ALLElectricCarMediaAdvisory.pdf

 

The City of Cincinnati will hold a press conference to kick-off its’ ALL-Electric Car Incentive Program Pilot Project.  The program, a part of the Green Cincinnati Initiative provides free parking for ALL-electric cars in the Fountain Square South Garage (416 Vine Street), Garfield Garage (13 W. Ninth Street), Fifth and Race Parking Lot and the Seventh Street Garage (Level 3 only).  This incentive program will also include free parking for ALL-electric cars at any parking meters within Cincinnati city limits.

 

Parking in the designated City garages will be on a first come, first serve basis with no overnight privileges. ALL-electric cars parked at a parking meter will receive free parking for the time permitted by the parking meter. Limits on the duration of parking and other posted parking restrictions will still apply.  This free parking program is for ALL-electric cars only and does not include hybrid vehicles.

 

The press conference is being held on Fountain Square.  An electric vehicle will be on display during the press conference.

 

WHEN: Monday, June 1, 2009 at 1:00 p.m.

WHERE: Fountain Square – Downtown Cincinnati

WHO: Mayor Mark Mallory, City Manager Milton Dohoney, Jr., Cincinnati City Councilmembers, Office of Environmental Quality

PHOTO OPPORTUNITY: Electric vehicle, interviews with City leaders.

Sooo, how many street legal all-electric cars are even registered in Hamilton county? Four? Five? Or, for that matter, how are the meter maids expected to identify them on sight to avoid ticketing?

 

Oh well, I guess that's what the press conference is for.

 

They should have the nerve to do a special incentive program for Smart Cars. I've seen a bunch of them around town, with seemingly more all the time. There might actually be people to take advantage of such a program.

 

Great news... The streetcars can park for free! :)

Couple pictures of the two-wheeler parking spot at 7th & Vine from 5/29:

 

 

 

Electric car? You'll park for free

http://news.cincinnati.com/article/20090531/NEWS0108/906010325/Electric+car?+You+ll+park+for+free

 

At least eight people in Cincinnati will be thrilled with a new program that the city kicks off June 1, when officials unveil plans to provide free parking to drivers of all-electric vehicles.

 

Part of the city's Green Cincinnati Initiative, the program will allow all-electric vehicles that display a city-issued sticker to park for free in four downtown garages or lots and on the street at parking meters.

Sooo, how many street legal all-electric cars are even registered in Hamilton county? Four? Five? Or, for that matter, how are the meter maids expected to identify them on sight to avoid ticketing?

 

Oh well, I guess that's what the press conference is for.

 

They should have the nerve to do a special incentive program for Smart Cars. I've seen a bunch of them around town, with seemingly more all the time. There might actually be people to take advantage of such a program.

 

 

8 people.  I wonder if free helicopter parking would have been more successful.

 

This program is a well intentioned idea, but in reality is little more than a free parking pass for people who can afford a (guessing) $30k car.

I'll be there at 1.  Converting a DIY electric car is not very expensive or rocket science. Although mating the EM to the tranny is a $@#$%!

When I recently traveled to Greece I noticed that they have extremely high rates of two-wheeler usage. Dedicated parking is quite regular there, but people also tend to park their motorbikes all over the place and wherever they want (that's just how the Greeks do things). The problem that has been run into there, which I even observed in person once, is that the parked two-wheelers are bumped by moving traffic or an adjacent vehicle. The two-wheelers then topple over like dominoes creating a mess.

 

As a result, some areas have begun creating bars that separate each of the dedicated two-wheeler spaces. This clearly marks off where the spaces are and also makes them quite noticeable to automobiles. The bars also prevent automobiles from parking on the two-wheeler spaces which is a problem I've seen in Cincinnati thus far. The bars also prevent the dreaded domino collapse that I mentioned earlier.

 

Here's a visual from Arhanes, Greece (Crete):

awesome I love those little stalls. I also recognize that orange and green Buddy of Lobsterman from the WKRP rally in Cincinnati!  I wish Cleveland was as progressive as Cincinnati or Hersonesos, Greece and had scooter parking. Too bad we are not. Long live the car!!

 

I really love this program btw.  It's nice to see Cincy embracing other modes of transportation besides the car.  Anyone have any idea if this program is going to extend to other neighborhoods?  I think Clifton, Northside, and OTR are obvious places for more of these types of spaces.  Especially Ludlow!!!!!

^It's all based on community input on where future spaces are installed.  Although I was informed that Northside and Clifton have both had a strong showing so far, so expect for them to probably be the first neighborhoods outside of Downtown.

Amazing photographs with article link...

 

Completing the streets of Cincinnati

http://www.soapboxmedia.com/features/0714soapdishstreetsofcinci.aspx

 

Mention "Complete Streets" to the average citizen slurping on Graeter's in downtown's Fountain Square and you're likely to receive at best a glazed shrug. Throw out the topic to a gaggle of urbanistas and ersatz urban planners and you're likely to receive breathless praise and rhapsodic evocations of an equal access/multi-modal urban playland in the pulsating heart of downtown.  Coincidentally or not, as will be explained below, the very fact that the nonplussed ice cream eater is, in fact, eating ice cream on Fountain Square (as opposed to driving by in a car and pointing at the fountain on their way to the freeway and their suburban-based UDF), is a direct corollary to the Complete Streets mode of thinking.

 

But let me back up for a moment.

 

For the curious and/or uninitiated, the Complete Streets ethos, as it were, evokes the concept that the streets of our cities and towns are an important part of the livability of our communities. The goal is to open up the streets for everyone, whether young or old, motorist or bicyclist, brisk, arms-akimbo walker or rolling wheelchair user, dedicated bus rider, streetcar jumper or humble shopkeeper.

 

Unfortunately, however, many of our streets are designed for a single purpose, a dedicated throughway for the glorious and almighty automobile….and, more specifically, the wholesale evacuation of downtown in the most expeditious manner possible, quickly funneling you to your desired interstate of choice with nary a second to spare.

 

In order to provide a bit of balance to the auto-heavy equation, communities across the country have joined a burgeoning movement to "complete" the streets.  States, cities and towns are asking their planners and engineers to build road networks that are safer, more livable, and welcoming to everyone.  Twenty-two jurisdictions nationwide adopted policies in 2008, and 17 have done so in 2009. In total, there are 96 jurisdictions committed to Complete Streets. More locally, Lexington, Kentucky recently won accolades for its 2008 Streetscape Master Plan, which established guidelines and strategies for the transformation of downtown Lexington in a manner consistent with the Complete Streets ethos, including the conversion of almost all of the downtown streets from one way to two way traffic.  By instituting a complete streets policy, transportation planners and engineers seek to design and operate the entire roadway with all users in mind - including bicyclists, public transportation vehicles and riders, and pedestrians of all ages and abilities, as well as the venerated horseless carriage. 

 

Compared to other cities, Cincinnati's downtown core has an admirable big city streetscape.  Downtown has pretty much the only straightforward urban grid that you will find in the region, consuming the boundaries of the basin with both a numerical street grid running from South to North, as well as the East to West streets that can be readily recalled with that handy dandy mnemonic device known as "Big Strong Men Will Very Rarely Eat Pork Chops," (i.e. Broadway, Sycamore, Main…etc.).  Moreover, Cincinnati's narrow streets, compressed dimensions, tall buildings and compact setbacks elicit comparisons to much larger and more renowned urban streetscapes.  In describing Cincinnati to outsiders, I have often likened the urban vibe in the core to that of a "big, little city" (or is it "little, big city"….?)  Regardless, the downtown grid has a suitably intimate vibe and compares favorably to the six to eight lane arterial wastelands and concrete canyons that can be found cleaving their way through the hearts of other neighboring cities such as Cleveland, Indianapolis and Detroit, not to mention some of our suburban neighbors (Beechmont or Colerain Avenues, anyone?). 

 

That said, however, Cincinnati would clearly benefit from a hearty injection of Complete Streets philosophy into its urban planning models.  To that end, the Mercantile Library, no doubt the oldest membership library West of the Alleghenies (circa 1835), recently hosted a productive presentation on Complete Streets featuring devotee and City Council fixture Roxanne Qualls, along with urban planner/architect Clete Benken, of the Kinzelman, Kline Gossman firm, which designed and labored over the award winning 2008 Lexington Plan.  Qualls kicked things off by noting, somewhat simplistically, but correctly, that "great streets equal great cities," and pointing to New York as a city which is continually reclaiming the streets to encourage walkability and multiple modes of transportation.  As Qualls effused, the city's streets can serve to showcase its local assets.  Unfortunately, however, the flipside is that they can also serve to obfuscate and discourage people from even caring about those assets. 

 

An apt anecdote can be found in the old complaints about the makeover of Fountain Square.  As noted in a prior Soapdish column, many of the crusty complaints about the $42 million Fountain Square makeover could readily be distilled down to "we used to be able to see the fountain while zooming by on 5th Street in our car at 35 mph….now we have to actually get out of our car, and we're not happy about it."  From a Complete Streets perspective, getting you out of your car and onto the Square fosters a community, an attachment to the great public spaces and their focal points, in this case, the fountain known as the "Genius of Water."  This in turn provides local businesses with customers to feed their hungry cash registers, and livens the streets with pedestrian traffic.   

 

Similarly, echoes of the Complete Streets theory can be found in the rationale behind removing some of the sporadic "Skywalks" around town.  While certain people enjoyed the protection from the elements offered by the Skywalks, the human habitrail tubes also served to siphon people and businesses away from the ground level, thereby diminishing the liveliness and urban feel of downtown sidewalks and replacing them with something of an elevated mall corridor.

 

Case in point--I work in a building several blocks from Fountain Square.  If I so desired, I could take the Skywalk through a series of uninspiring and often dimly lit corridors on my way to the Square.  In actuality, I can't imagine choosing to take the human habitrail route other than in sub-zero blizzard or deluge conditions.  There's simply something far more invigorating to be found in walking the relatively bustling streets of the city, an urban camaraderie that falls curiously flat within the interior corridors of the Skywalks.  Fortunately, Cincinnati recognized this as yet another one of those failed experiments from urban planners past, and dismantled several key links in the system, particularly those in and around Fountain Square.  In so doing, the human element which previously shuttled hither and yon on a second story bypass, is re-introduced to the great public space, in this case Fountain Square.   

 

Tune into next week's Soapdish for "concrete" examples as to how Complete Streets can make a difference in Cincinnati.

Completing the streets of Cincinnati Part 2

http://www.soapboxmedia.com/features/0721soapdishcompletestreet.aspx

 

In last week’s edition, your trusty Soapdish reported back on the discussion at downtown’s Mercantile Library (no doubt the oldest membership library West of the Alleghenies (circa 1835)), which featured Complete Streets enthusiast and City Council fixture Roxanne Qualls, along with urban planner/architect Clete Benken, of the Kinzelman, Kline Gossman firm.

 

As noted on these very virtual pages last week, Cincinnati has been taking a few hesitant steps toward embracing certain aspects of the Complete Streets philosophy, recognizing  that our streets serve not only their vehicular masters, but also the pedestrian, bicyclist, scooter aficionado, unicyclist, unicorn rider and anyone else looking to partake in the exterior urban tapestry of our fair city. To this end, the City’s Department of Transportation & Engineering has been working for the past eight months to develop comprehensive Complete Street design guidelines.  The draft plan is expected to be completed this Fall, at which time they will launch a webpage where the public can go to view or download the draft guidelines, submit feedback online and provide additional commentary.

 

While admirable in the abstract, putting these theories to work can be problematic, and many have voiced concerns over certain Complete Streets tenets. Take, for example, the fundamental concept of reinstituting two way traffic on downtown streets.  Benken worked closely with Lexington in instituting their 2008 Master Plan, which converted all but one of the downtown streets back to two way, and is more than familiar with the road blocks which can be thrown up.  For example, many would argue that there is no way a narrow street such as downtown Cincinnati’s 4th Street could be converted to two way traffic replete with bike lanes.  Au contraire, cites the Complete Streets theorist, noting that, with careful planning and synergistic engineering, such a conversion can and has been done with a modicum of disruption, and even narrow spaces can integrate bikes, cars and pedestrians if done properly.

 

Moreover, there is no actual need for a beautiful and historic urban thoroughfare such as 4th to serve as the arterial gateway to northbound Interstate 75.  Interestingly enough, when Ft. Washington Way was constructed, an access ramp from 3rd to 75 North was constructed, ostensibly intended to serve as the feeder to the freeway and thereby alleviating the need to use 4th street as an urban evacuation route.  Unfortunately, however, that dusty ramp remains inexplicably closed, and even Qualls did not have a ready answer as to why.

 

Additionally, it’s not just downtown that could gain from such an approach. The sprawlburbs could also certainly benefit from the addition of amenities such as sidewalks and other exotic urban accoutrements (see, http://www.soapboxmedia.com/features/47soapdish.aspx). Qualls noted that converting McMillan and Taft back to two way traffic would be at the top of any Complete Streets agenda implemented in Cincinnati, observing that the conversion of those streets to one way literally “destroyed” Walnut Hills and the Peebles Corner neighborhood.  Piping in on that theme, Benken observed that the conversion of one way streets to two way, while complex, can work if coordinated with a variety of initiatives.  For example, trolleys and streetcars can encourage more people to walk and leave their cars outside of the downtown core, thereby freeing up space by alleviating the need to have cars parked on the streets at all hours of the day, as well as minimizing the need for the downtown streets to single-mindedly act as freeway funnels  In addition, it seems that the mammoth supply of parking spaces being generated by the Banks project, when provided with a streetcar to link up, would also assist in  alleviating the need to park cars on downtown streets. As Benken put it, planners need to put downtown on a “road diet,” eliminating the consumption of spaces used for parking and thereby freeing it up for a balanced diet of autos, floating bike lanes and pedestrian access.

 

While, as noted above, Cincinnati has not taken a full-fledged cannonball plunge into the Complete Streets kool-aid, there are inklings here and there edging towards tossing off the yoke of auto-dominance.  Take for example the 2 wheel parking projects, as well as the recently announced Sharrows Pilot Project, launched in May of this year.  The Sharrows Project seeks to explore the opportunities of shared lane pavement markings for bikes and autos.  http://www.cincinnati-oh.gov/sharrows/  The intent of the Sharrows Pilot Project is not a bike lane per se, but at least a recognition that bikes and cars can in fact share the roadways without t-boning a passing cyclist with your car door or passing too close to the rider.  At this point, the modest proposal (there are three initial test locales: Clifton Ave (McMillan St to Ludlow Ave), Ludlow Ave (Bowdle Place to Clifton Hills) and Madison Rd (Beechcrest Lane to Torrence Parkway)).  Hopefully, this is just a beginning, lest the sharrows in Cincinnati go the way of such past projects as the Victory Parkway bike-lane to nowhere and the like.

 

While admittedly modest, the Sharrows Pilot Project is heartening in that Cincinnati, as a city, is beginning to think about urban planning in a manner in which automobiles don’t dictate the activities that people enjoy and how people lead their lives.  Let me be clear, however - I’m not espousing the end of the auto, not by any stretch of the imagination.  What I do have a problem with, however, is how the auto dominates the urban landscape.  The idea that I can bike and scooter to work, in a city which encourages biking and scootering to work, is certainly a step in the right direction, and a boon for any city seeking to position itself as a progressive and up and coming live/work urban destination.  Now let’s try and convert 4th to two way traffic, open up the dormant 3rd street access ramp to I-75 North and see what kind of excitement happens on 4th Street (as  a “pilot project,” bien sur).

 

In her opening remarks, Qualls quoted the esteemed urban writer, activist and titular urbanista godhead Jane Jacobs, who wrote, in her 1961 masterpiece The Death and Life of Great American Cities, that the "erosion of cities by automobiles entails so familiar a series of events that they hardly need describing. The erosion proceeds as a kind of nibbling."  Complete Streets is not intended to eradicate the automobile, but rather to take a bite back at the endless nibbling which erodes our urban cores.  Cincinnati would be well served to continue biting back, and the design plan being introduced this Fall is an admirable beginning.  Trust me, it’s the right thing to do, just ask Portland, Austin, New York, Chicago, Seattle, Boulder, Charlotte et al. Really folks, lessening our dependence and devotion to the automobile is not the worst thing that could happen in this environment.

Permits would not cover lost revenue from two-wheeled parking spaces

http://www.building-cincinnati.com/2009/08/permits-would-not-cover-lost-revenue.html

 

Any money gained from the sale of permits to people wishing to park in one of the City's seven two-wheeler parking areas wouldn't make up for the loss of automobile parking revenues, a memo from city manager Milton Dohoney Jr. says.

 

Four of the five previous spots and all three of the new spots – 110 E Central Parkway, Main Street and Gano Alley, and Elm and McFarland streets – were previously metered parking.

 

Parking for two-wheeled vehicles is currently free of charge.

 

In his memo, Dohoney estimates that, at an average of $6 per day per space – times the 255 days during which the meters charge – the revenue lost from those seven spaces is approximately $11,000 per year.

 

To offset this loss, in addition to the costs of installation and maintenance, City administration proposed a $50 annual permit system for two-wheeled vehicle parking.

 

The installation of "corral" parking instead of striped spaces, overwhelmingly preferred by two-wheeled vehicle riders through feedback received by the City, was expected to boost the number of vehicles that could park in the spaces at one time, possibly boosting the number of people seeking permits.

 

But with two-wheeler parking available for approximately 33 vehicles at a time and the assumption that twice as many riders will purchase the permit, the revenue generated would be approximately $3,300 per year.

 

"This amount would not completely offset the total cost of the program," Dohoney says.

Qualls motion asks for Complete Streets strategy

http://www.building-cincinnati.com/2009/08/qualls-motion-asks-for-complete-streets.html

 

Cincinnati City councilmember Roxanne Qualls has introduced a motion calling for the City's streets policy to be inclusive of all forms of transportation, which she says will make streets safer and more accommodating and will lead to economic development.

 

Known as Complete Streets, the policies provide the framework for user-friendly streets, promoting transportation solutions that better integrate land use and transportation investments – thereby leading to better placemaking.

 

Fifty-four government entities across the country, including the City of Columbus, have implemented Complete Streets legislation or policies, Qualls says. Council passed a resolution supporting the federal Complete Streets Act of 2009 in April.

 

"Streets are the public living room of a community," she said in a statement accompanying the motion. "If designed for people and community, they create the public spaces that create neighborhood identity and character and support economic activity and social interaction."

 

The City's Department of Transportation and Engineering is currently preparing a city-wide streets policy, using funds allocated in the 2009-2010 biennial budget for the Neighborhood Transportation Strategies and Innovative Transportation Strategies projects.

 

Qualls wants the new streets policy be integrated into the Copmprehensive Plan, Bicycle Plan, and Form-Based Codes initiatives, all currently under development.

 

In the motion, Qualls suggests the following guiding principles for the development of a new streets policy:

• "All users" includes pedestrians, bicyclists, and public transportation passengers of all ages and abilities, in addition to trucks, buses, and automobiles
  
• The safety, convenience and comfort of motorists, cyclists, pedestrians, transit riders and members of the community will be accommodated and balanced when planning and designing streets, except where the use of modes of transportation are prohibited by law or deemed unsafe or impractical
  
• All types of transportation and development projects will be considered through all phases of the project, including design, planning, maintenance and operations for the entire right-of-way
  
• Transportation improvements will include facilities and amenities recognized as contributing to Complete Streets, including street and sidewalk lighting, pedestrian and bicycle safety improvements, access improvements (such as ADA compliance), public transit accommodations, street trees and landscaping, drainage and green infrastructure, and street amenities
  
• That Complete Streets be achieved through single projects, or incrementally over time through normal maintenance and replacement
  
• All sources of transportation funding should be drawn upon to implement Complete Streets, in order to leverage existing transportation dollars, minimize the cost of new facilities, and reduce the need for retrofits

 

According to Qualls, modern street design has emphasized moving cars through neighborhoods, instead of treating neighborhoods as destinations.

 

"Cincinnati's streets policy should work to preserve and enhance the unique compact, walkable competitive advantage of Cincinnati's neighborhoods by recognizing that city streets are more than corridors for traffic flow," she said. "Streets are valuable public spaces that must be designed and managed to allow access to pedestrian, bicycling, and public transportation users; support neighborhood business districted by reducing real – not posted – traffic speed and enhancing pedestrian access; and improve safety."

 

Qualls hopes to receive a report from City administration by November.

 

"Complete Streets policies can transform a corridor into a place that is memorable, compelling, and desirable to visit, and reposition the street as a vital neighborhood asset," Qualls said.

Designing the way to a pedestrian success story

By Randy A. Simes, UrbanCincy | November 17, 2009

http://www.urbancincy.com/2009/11/designing-way-to-pedestrian-success.html

 

In a recent study conducted by Transportation for America, Cincinnati was ranked as the seventh safest city out of the nation’s 52 largest metropolitan areas. Cincinnati was the highest ranking Ohio city (Cleveland #10), and was the third highest ranking city in the Midwest behind Minneapolis (#1) and Pittsburgh (#4).

 

The study ranked cities based on a Pedestrian Danger Index (PDI) developed by Transportation for America. The PDI was formulated by dividing the average annual pedestrian fatality rate per 100,000 residents by the percentage of residents commuting to work on foot. The lower the PDI, the safer the city is for pedestrians.

 

The study showed a clear geographic divide between the safe and unsafe cities for pedestrians as the safest cities were located primarily in the northeast and Midwest, while the most dangerous cities were located in the southeast. Florida alone had the four most dangerous cities for pedestrians, with the rest of the top ten most dangerous cities all located in the south.

 

This divide seems to indicate something many of us probably already knew – the fact that new growth areas are less hospitable to pedestrians due to their large urban scales that seem to be out of touch with the human scale. Northern cities that were largely built in the 18th and 19th Centuries feature smaller block sizes, narrower streets, and more compact developed when compared with their southern counterparts.

 

These design differences create a built in advantage for northern cities as they are much more capable of satisfying pedestrian commuters. But while northern cities boast nominally better rates of those commuting by foot, the real difference is in safety. For example, the second most dangerous city, Tampa, FL, has 3.52 deaths per 100,000 residents on average each year, whereas Cincinnati has a rate of just 0.77.

 

But what does all of this mean for Cincinnati? For a metropolitan area of 2,133,678 people that means about 21 pedestrians die each year. This number seems low, but it could still be improved upon, but the real area for improvement is the total percentage of people commuting to work by foot.

 

According to U.S. Census data, only 2.3 percent of the Cincinnati-Middletown Metropolitan Statistical Area (MSA) commutes to work by foot. New York City and Boston scored highest in this regard with 6 and 4.6 percent of commuters there walking to work respectively. But even in a more similarly built and sized city as Cincinnati, Pittsburgh boasts the third highest rate overall with 3.6 percent of their commuters making the daily grind by foot.

 

So if safety isn’t the issue in Cincinnati, then what is it? The region as a whole does not boast very dense development patterns outside of Cincinnati city limits and a few other pockets like Hamilton, Middletown, northern Kentucky’s river cities, and Norwood. Furthermore, the areas that are appropriately designed lack any clear amenities for pedestrians like crosswalk counters, scramble crossings at high pedestrian volume intersections, or curb bump outs. Another major detractor is the lack of barriers between pedestrians and motorists like bollards, trees/landscaping, or on-street parking.

 

I would also contend that the physical condition of our pedestrian surfaces is also a major factor. Fully taking advantage of the Federal Government’s Safe Routes to School program is a critical piece of the puzzle, but so is the ongoing maintenance of our pedestrian surfaces. This may be tricky in the low-growth Midwest and northeast, but solutions like rubber sidewalks provide long-term maintenance savings in addition to the overall improvement in surface quality for pedestrians.

 

It seems like a reasonable goal for the Cincinnati-Middletown MSA to strive for a 1 to 1.5 percent increase in the number of individuals commuting to work by foot. Old growth cities have been blessed by their design so far to have a natural advantage over new growth southern cities, but much more could be done to improve the designs of our modern transportation networks and our communities to make things even better for people in the nation’s 7th safest city for pedestrians.

 

Pedestrian design success story photos can be seen here:

http://www.urbancincy.com/2009/11/designing-way-to-pedestrian-success.html

Qualls to discuss conversion of prominent Uptown streets to two-way traffic

By Randy A. Simes, UrbanCincy | April 14, 2010

http://www.urbancincy.com/2010/04/qualls-to-discuss-conversion-of-prominent-uptown-streets-to-two-way-traffic/

 

Vice Mayor Roxanne Qualls will host a press conference today at 11am in Walnut Hills to discuss the conversion of McMillan Street and William Howard Taft Road from one-way to two-way streets.

 

Qualls reportedly will be joined by various Walnut Hills community leaders who have long supported the idea of converting the two heavily traveled east/west streets back to two-way traffic. Residents and business owners in the area feel that such a conversion will help to further revitalize their neighborhoods, and return vitality to the business district.

 

Converting one-way streets into two-way streets has become an increasingly popular urban design tool over recent years by cities looking to slow down traffic, increase access and thus improve safety for pedestrians and bicyclists. Qualls has been a leading advocate for the implementation of a ‘Complete Streets’ policy that would also embody many of these things by ensuring that all modes of transportation are accounted for in the design of streets and the public right-of-way.

 

The press conference will be held at Kurelis Interiors on E. McMillan Street (map) in Walnut Hills at 11am. Also on hand will be Greg Loomis from Campus Management and Jeff Raser who is part of the Walnut Hills Working Group and has been lending professional assistance in the development of form-based codes around Cincinnati.

 

UPDATE: Following the press conference Qualls’ office released a motion that is co-sponsored by Jeff Berding, Chris Bortz, Laure Quinlivan and Cecil Thomas. The motion calls for city administration to develop an implementation plan for the two-way conversion of McMillan Street and William Howard Taft Road east of I-71 before City Council takes its summer recess. The motion also calls for city administration to deliver a report on the feasibility of converting McMillan and Taft west of I-71 to Clifton Avenue by September 2010.

 

Another critical part of the motion calls for the incorporation of several traffic calming measures that will make the streets safer for pedestrians, bicyclists and transit riders. Those improvements could potentially include landscaped medians, crosswalks, dedicated bicycle lanes, improved on-street parking design, wider sidewalks, bus pullouts, reduced traffic speeds and even the incorporation of roundabouts.

Is this "implementation plan" the actual plan for how they're expecting to do this, i.e. lane configurations, widths, parking, etc.?  So far I haven't heard anything other than they want to convert McMillan and Taft to two-way, but with no explanation as to what sort of configuration they want to use.  I ask because the current one-way situation is actually fantastic for cycling, and being rather narrow streets, if they don't change them right, it would actually make the situation worse. 

It's a good idea to start just east of I-71.  There's no way they can convert McMillan and Taft to two-way west of 71 before the entire interchange is re-worked and/or the mythical MLK interchange is built.  Those streets are overworked from 7-9 am and 3-6 pm, respectively, as is.  The Kroger/uptown commons project and a re-worked Vine St. intersection should probably also come first...

I ask because the current one-way situation is actually fantastic for cycling, and being rather narrow streets, if they don't change them right, it would actually make the situation worse.

 

I agree with you.  I think Calhoun and McMillan (west of I-71) are fine with the exception of speeding motorists.  I believe that given the building stock along those roadways, that some traffic calming techniques like curb bump-outs and additional street trees could do the trick.  Also reducing the posted speed limit from 35mph to 25mph would be preferable for both pedestrians and cyclists.

I think I was in agreement when the two-way conversion proposal was announced, but after looking over the traffic counts and just general congestion (both are on my biking routes), I'm not for sure that the two-way conversion is really needed. I think, for instance, that if they eliminated one side of parking along Calhoun/Taft and McMillian and converted it into a bike lane, that it would go a long way into addressing some long-standing cycling issues in Uptown. I don't generally use bike lanes (for various reasons), but I know many who just simply won't bike on the road (as they should) without one, especially since it is so damn close to campus.

Apparently, Hyde Parkers are not digging their complete streets. Do you think this is symptomatic of the lack of an awareness campaign, or because of a cultural trait?

 

Hyde Park residents outraged by road changes

 

While the city considers re-striping Observatory Avenue, residents expressed their anger about changes which have already been made to Erie Avenue.

 

During a recent Hyde Park Neighborhood Council meeting, both residents and council expressed their opposition to the reduction of lanes along Erie Avenue, as well as the addition of a center turn-only lane and a bicycle lane.

 

Read More