THE URBAN FUTURE OF PARKING FALL
2019
PLAN 7007 IN PARTNERSHIP +
10.0 Circle of life Urban scale plan for a 25% and 50% parking reduction in downtown Cincinnati.
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10.1 Introduction
10.2 Existing Conditions 10.2.1 Current Strengths
10.2.2 Parking: a weakness blocking progress
retail and entertainment in order to make downtown a more
In order to better understand the CBD’s current conditions,
The overabundance of surface parking presents a variety of
been successful pockets of recent development, yet the
dynamic and vibrant space. What if housing was that missing
a SWOT analysis was conducted, identifying relevant
challenges for downtown Cincinnati. Not only do theses lots look
district as a whole appears to be lacking a unified identity.
element needed to propel downtown into a brighter and more
Strengths, Weaknesses, Opportunities and Threats. As
unappealing, but they may block potential development that could
For example, the renovation of Fountain Square by 3CDC
sustainable future?
mentioned before, the CBD draws regionally with its
make portions of downtown more vibrant in the future. On an urban
impressive entertainment and cultural amenities. The CBD
scale, surface parking lots are a nuisance because they disrupt
What is the future of downtown Cincinnati? The future
With examples like this in mind, it is unlikely that retail will be
of Cincinnati’s Central Business District is in many ways
the savior of downtown. Perhaps, the city should look beyond
undefined and lacking in cohesive direction. There have
(Cincinnati Center City Development Corporation) has done a good job of activating a public space for both the business
This report explores a future in which the CBD is infused
is also adjacent to Over-the-Rhine, the city’s most prized
street character by introducing negative spaces between buildings.
crowd by day and community-based social events by night.
with substantial residential infill. The key to this vision is
historic neighborhood, which is currently undergoing a
Parking lots create voids within the streetscape, as they promote
Along the same lines, the CBD houses several cultural and
developing on existing parking lots, in a future where parking
twenty-year renaissance. In addition, Cincinnati boasts
no human activity or interaction. As a result, pedestrians working
entertainment amenities such as the Aronoff Center, Taft
demand has decreased due to less reliance on personal cars.
a strong and loyal class of fortune 500 corporation
along such streets may feel unengaged or even unsafe. Especially at
Theater and the Contemporary Arts Center, not to mention
One potential scenario entails the reduction of 25% percent
headquarters, such as Proctor and Gamble, Kroger and
night, pedestrians may feel intimidated if parking lots are poorly lit
the pro sports stadiums. However, other pockets remain
of total parking in the CBD. Looking even further beyond the
the American Financial Group. This corporate presence
and difficult to see across. Ultimately, streets plagued with surface
largely devoid of life. Moving forward, will the CBD continue
initial 25% parking reduction, another scenario envisions the
has helped funnel much public investment through 3CDC,
lots are just not places people want to be around. Finally, in historic
to rely solely on these niche attractions? Recall how the
removal of 50% of total parking. Overall, these reductions will
creating vibrant spaces like Fountain Square. Finally, from
cities like Cincinnati, many parking lots were developed as a result
city was unable to retain the Macy’s department store in
help create a model for better space management, allowing
a physical perspective, downtown is currently laid out
of previously demolished buildings. An area with many surface
downtown, which closed in March of 2018.
for enhanced downtown living.
with a compact and walkable street grid. Paired with an
lots expresses a legacy of urban decline, which leads to a negative
abundance of historic architecture, the CBD certainly has
perception of the area. Local citizens, visitors, and even potential
excellent assets to attract people and activity.
developers may view such areas as depressed and undesirable.
Fig. 10.1.A: Fountain Square
Fig. 10.2.A: SWOT analysis
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1 Administrator. “Fountain Square.” Cincinnati USA, November 6, 2019. https://cincinnatiusa.com/things-to-do/attractions/fountain-square.
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2 Own image
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10.3 The Circle of Life 10.2.3 Opportunity for Multi-generational Living
10.3.1 The Problem: A disconnected CBD
10.3.2 The Solution
such valued urban land? One reason is simple; some of the
It is well established that people enjoy visiting Cincinnati’s downtown
lots are privately owned and reserved for users of adjacent
amenities, but what if more people actually lived nearby? For
As previously mentioned, the heart of downtown around
Development and activation of surface lots are solutions
buildings. The convenience of offering dedicated parking is an
example, the Riverfront park and trail system would offer residents
Fountain Square and the theater district is rather strong.
that will stitch the fringe of downtown together with
excellent value to businesses and property owners, especially
plenty of easily accessible green space. Imagine the convenience of
However, surface parking is a leading to numerous problems
its adjacent neighborhoods. With a focus on residential
in a car centric city like Cincinnati. The second reason is
walking to work and a Reds baseball game all without using a car!
for downtown Cincinnati. Downtown is surrounded by a void
development, more vitality will be brought to the streets
less apparent. According to real estate experts, surface
To date, construction of recent housing developments has indicated
of lifeless parking which is creating major barriers between
at all hours of the day and night. As a result, locals and
lots are a stable and profitable investment (MelMag). They
that living in downtown is desirable. However, these developments
its strong vibrant urban-core neighborhoods (Over-the-Rhine,
visitors alike will be encouraged to freely explore the
require minimal operating and maintenance costs, making
are sporadic and not at the scale required to stimulate comprehensive
West End, Pendleton, Mt Adams, etc.) and the heart of the CBD.
excellent amenities throughout Cincinnati’s urban-core.
them a great long-term investment. Plus, with Cincinnati’s
transformation. Downtown Cincinnati has the unique opportunity to
car dependence, they are a safer investment than other
attract more young professionals, empty nesters, and even families.
developments that involve much more risk. Even when a
By dramatically reducing the need for parking, residential development
surrounding area is developing, owners will continue to hold
will have the space needed to expand throughout the CBD.
While there is demand for residential development in downtown, why do so many parking lots remain viable on
These neighborhoods feel disconnected from the CBD which is inhibiting Cincinnati’s urban-core from functioning like a seamless urban area in which people can move freely between these hubs of activity.
out to sell the land to a developer, thus driving the price up (MelMag). These factors combine to discourage development
Of course, the idea of living in downtown is certainly not new.
on surface lots. In two recent cases in Cincinnati, new
Cincinnati, like most historic cities, once boasted a dense and mixed-
developments (Encore - Sycamore & 8th completed 2016;
use downtown, in which people lived, worked and recreated all within
8th & Main under construction) were built on sites housing
a walkable radius. However, as a result of many factors (highway
vacant buildings, rather than parking lots. It’s remarkable
construction, single family zoning and FHA home loan program,
how in this case, it was more feasible to demolish an existing
etc.), rapid suburbanization drew residents and influence away from
building rather than build on an empty parking lot. Of course,
downtown. So, in many ways, attracting more residents to downtown
a future with less car dependence has the potential to
is simply about rediscovering Cincinnati’s roots, when the downtown
completely alter this dynamic. As parking lots become less
functioned as a thriving system. Cincinnati can also draw insights and
profitable, infill development becomes much more feasible.
experience from modern cities that maintains successful downtown
Over-the-rhine
Music Hall + Washington Park
operate as a 24-hour space, where people work, live and recreate.
contributing to the dominance of cars in Cincinnati. Both the
First and foremost, it can help with the overall safety of downtown.
Metro bus system and the Cincinnati Bell Connector streetcar
More activity in general helps neighborhoods feel safer. At another
are struggling to remain viable due to low ridership. While
timescale, the key to retaining residents and creating tight knit
these challenges are complex and beyond the scope of this
community is gathering a mix of people from all life stages. Strong
project, it is fair to assume that public transit would benefit
and invested communities are built when residents can grow up,
from increased population density in downtown, especially if
work, raise a family and eventually retire all within the urban core of
many of these new urban residents rely less on cars.
Cincinnati.
pendleton
pendleton
West End
West End
HEART OF DOWNTOWN
living, such as Vancouver. The goal is for downtown is to once again The prevalence of parking lots in downtown is further
Over-the-rhine
Music Hall + Washington Park
HEART OF DOWNTOWN
Mount Adams
iver
iver
Ohio R
Ohio R
Northern Kentucky
Northern Kentucky
Fig. 10.3.A: Problem
Mount Adams
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Fig. 10.3.B: Solution
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3 Own image 4 Own image
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Washington Square Park
Court st 9th st EL
BIK ES
AN
t
s rt
lve
Cu
Fountain Square
STREETCAR
4th st
e f i L f cle o
Cir 10
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10.3.3 Concept Diagram
10.3.5 Secondary “Main Streets”
10.3.6 Tertiary Connector Streets
This circular model, known as the “Circle of Life”, serves as the
A secondary class of streets will complement the primary bike
The third class of connector streets will be walkable
connection that mends the existing divide between the CBD
and pedestrian path. These “Main Streets” will operate as
and green. This class works to successfully connect the
and surrounding neighborhoods. Pockets of residential infill will
centers for small-scale commercial that will service the adjacent
primary thoroughfare type with the secondary “Main
develop along the circle, blending both outward into surrounding
residential developments. Proposed areas include the 4th street
Streets.” With these connectors in place, pedestrians
communities and inward into the heart of downtown. The plan
corridor (near Central Avenue on the southwestern portion of
are now able to seamlessly transition from the bike/ped
envisions a mix of families with children, young workers, and
the map), Garfield Place, the proposed Court Street pedestrian
path to key areas of downtown. With all three classes
retirees alike. When people from all stages of life are able to
plaza, and the southeast cluster along Culvert Street.
working together, residents and visitors will be able to
enjoy downtown living, then the Circle of Life is complete.
Fig. 10.3.C: (previous page) Concept Diagram
navigate downtown on a green, active, and walkable street network.
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10.3.4 Primary Bike/Pedestrian Path The Circle of Life is also a physical element: a bike and pedestrian path system, that circles the periphery of the CBD and connects the proposed development clusters. The concept for this bike/ped path is based off the Indianapolis Cultural Trail, a successful example of an urban trail built on existing city streets that connects several amenities throughout the downtown. The proposed path for Cincinnati will run along Central Parkway to the north, Central Avenue to the west, Eggleston Avenue to the east and the existing Riverfront trail system to the south. Wide car-dominated boulevards
are
strategically
selected
because
they
contain underutilized space which allows the path to act as a natural road diet, in turn creating a more pedestrian friendly environment. The hope is that the trail loop will be well landscaped and full of greenery. With more foot and cycle traffic, the buildings along the route will appear much more appealing for storefront retail, such as coffeeshops and cafes.
Fig. 10.3.E: Primary structure
Fig. 10.2.F: Secondary structure
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5 Own image 6 “The Cultural Trail.” Great Runs, January 17, 2017. https://greatruns.com/indianapolis-the-cultural-trail/.
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Fig. 10.2.G: Tertiary structure
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7 Zarrabi, Niki. “Broad Street.” Atlanta City Studio. Accessed November 8, 2019. https://www.atlcitystudio.org/broadstreet. 8 Salazar, Jennifer. “Looking Back at the First Downtown Los Angeles Green Street Project.” AHBE LAB, October 18, 2017. https://ahbelab.com/2017/10/19/looking-back-atthe-first-downtown-los-angeles-green-street-project/.
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10.4 The Site plan 10.4.1 Phase One Phase one envisions a scenario with a 25 percent reduction of total parking in the CBD. This was accomplished by eliminating several surface lots and two garages. In this phase, development is focused along the bike/ped trail loop in order to activate this new amenity. The focal point of development is the northwest cluster due to its proximity to the already bustling OTR. In addition, this section contains a quality urban street grid, which has the highest potential to be revitalized in the short term. Note that the majority of development is residential, with small pockets of retail placed appropriately along existing commercial corridors.
Fig. 10.4.A: Site plan 25% parking reduction
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0
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800 ft
1200 ft
1600 ft
9 Own image
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10.4.2 Phase Two Phase two imagines a scenario in which total parking has been reduced by 50 percent. This focused on eliminating more surface lots and another 3 garages. The focal point of this phase is the eastern portion of the loop with high density residential along Eggleston Ave. This and other areas along the outer periphery are developed in the second phase, because they are more disconnected from the internal street grid due to highways and elevation change. Thankfully, the trail loop will ensure that these areas remain connected to the rest of the CBD. By this point, the development begins to spread inward, seamlessly connecting with the heart of downtown.
Fig. 10.4.B: Site plan 50% parking reduction
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0
400 ft
800 ft
1200 ft
1600 ft
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10.4.3 Housing Types
10.4.4 Northwest CBD
This area would appeal particularly to families with
It only makes sense to develop a variety of housing types
With the addition of the bike/ped path, Central Parkway
Washington Park. Housing types that match the intent
that match-up best with the area. Various housing types
is transformed into a “grand promenade,” suitable for
of this area would include townhouses with small yards.
are applicable throughout the neighborhood clusters. In
storefront retail and public gathering spaces. This is fitting,
This is consistent with streets in the area which contain
other residential urban districts like Vancouver, British
since Central Pkwy used to be the scenic Miami-Erie Canal
historic row homes. Another demographic ideal for this
Columbia, one can see that urban townhouses successfully
and prominent thoroughfare in the city during turn of the
section is retirees and /or empty nesters. Residents
blend with much taller, podium tower designs that allow for
20th century. As a result of this streetscape transformation,
would be in walking distance to the cultural amenities
more density without appearing overbearing. Also, more
the energy and amenities of Over-the-Rhine are easily
of Over-the-Rhine, such as Music Hall and Memorial
conventional mid-rise buildings with retail storefronts
connected to residents of the northwestern corridor.
Hall.
can be placed along commercial corridors and pedestrian plazas. A more unique housing style is urban tiny homes.
Fig. 10.4.D: Platform + tower
children due to the proximity to the SCPA school and
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Residential
Tiny homes are quite nimble and can be placed in areas that are not compatible for larger buildings, such as
Commercial
highway overpasses. Some tiny homes are flexible and can be easily relocated, serving as a temporary land use. Overall, these are great examples of complementary housing types that Cincinnati’s CBD could use to give downtown more residential variety, and a different design look which makes the area adaptable for different individuals.
Fig. 10.4.E: Mid-rise
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Fig. 10.4.C: Townhomes
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Fig. 10.4.F: Experimental living
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Fig. 10.4.G: Northwest CBD
800 ft
1200 ft
1600 ft
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11 Toderian, Brent. “Almost All #Vancouver Towers Have a Mid-Rise Podium/Base” Twitter. Twitter, May 5, 2018. https://twitter.com/BrentToderian/status/992845741029638145. 12 Toderian, Brent. “Early #Vancouver Podium-&-Tower Buildings” Twitter. Twitter, May 21, 2018. https://twitter.com/brenttoderian/status/998702024832172033. 13 “Street View,”August 2019, GoogleMaps (http://www.googlemaps.com : accessed 03 November 2019). 14 Lee, Sharon. “Tiny House Villages in Seattle: An Efficient Response to Our Homelessness Crisis.” Shelterforce, June 4, 2019. https://shelterforce.org/2019/03/15/tinyhouse-villages-in-seattle-an-efficient-response-to-our-homelessness-crisis/.
15 Own image
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10.4.5 Northeast CBD
10.4.6 Southeast CBD
This cluster will also feed off the energy in of OTR, specifically
area may be less appealing to families, yet would remain
The southwestern cluster primarily benefits from its
this area is likely to attract workers from the nearby office
the bar and nightlife scene along Main Street. Also, Jack
viable for young adults. The main type of housing for
proximity to the riverfront park system. This will give
district and allow them the luxury of walking to work.
Casino and Pendleton are desirable destination within
this area would primarily feature conventional mid-rise
residents a tranquil environment and natural buffer from
The main types of housing would primarily be elevated
walking distance. Due to the presence of high intensity
apartment buildings.
the bustle of downtown. While appealing to all stages of life,
buildings offering views of the river and downtown.
activities and the proximity to the courthouse and jail, this
Residential
Residential
Commercial
Commercial
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Fig. 10.4.H: Northeast CBD
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800 ft
1200 ft
1600 ft
Fig. 10.4.I: Southeast CBD
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10.5 mobility 10.4.7 Southwest CBD
For the “Circle of Life” vision to be fully realized in Cincinnati’s
connecting proposed residential development clusters
CBD, a comprehensive mobility plan must be developed.
and making city streets more walkable. By connecting
This development cluster will form around the existing
and bohemian types. To ensure cohesion, market rate
This mobility plan considers all forms of transportation, with
the path with other existing bike trails, riders of all skill
4th street corridor, home to many historic buildings. This
apartments will be inter-mixed and the trail will work to
the primary goal on transforming the city street network
levels can easily navigate through downtown, without
area contains a section of surface parking lots covered by
connect the area to the proposed 4th street corridor as
away from car dominance and onto active and public forms
dealing with dangerous streets. This path system will also
a web of highway overpasses. The plan is to dedicate this
well as the riverfront.
of mobility. As previously mentioned, the primary bike
accommodate E-scooters, E-boards, roller skates, etc.
and pedestrian path circling the CBD plays a key role in
area for affordable tiny homes catered to artists, creatives,
Residential Commercial
0
Fig. 10.4.J: Southwest CBD
400 ft
800 ft
1200 ft
1600 ft
Fig. 10.5.A: Mobility diagram
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18 Own image
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attractions. Walnut is an ideal street because it contains
plan is the implementation of a “shared street” on Walnut
several hubs of activity from Over-the-Rhine to the
St. The shared streets model is a globally recognized and
Riverfront, including the Kroger grocery store and
progressive street design that removes many common
proposed Court St pedestrian plaza; Aronoff Center
boundaries, distinctions and rules separating different
and adjacent restaurants; fountain square; bus transit
modes of transportation, in order to create shared space .
hub; and the Banks development. Walnut will become
Pedestrians are given priority, while cars are invited into
a bustling street that encourages people to safely and
the space as guests.
comfortably move throughout the heart of downtown.
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10.5.2 Mobility concept map underground rail passage
One important complementary addition to the “Circle of Life”
are best implemented on streets with many existing
Washington Square Park
central parkway
Court st
n to
es
gl
Successful shared streets help to create vitality and
eg
10.5.1 Shared streets
e av BRT LANE
t
s rt
lve
BRT station
Cu
FOUNTAIN Square
STREETCAR
central avenue
WALNUT ST
e
nu
9th st
4th st E BIK
ES
LAN
RAIL LINE
fe
f Li o e l c Cir Fig. 10.5.B: Shared street diagram
Fig. 10.5.C: Mobility concept map
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20 “Shared Streets.” Global Designing Cities Initiative. Accessed November 8, 2019. https://globaldesigningcities.org/publication/global-street-design-guide/streets/sharedstreets/. 21 Own image
22 Own image
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10.6 Conclusion 10.5.3 Streetcar / Bus
10.5.5 Commuter Light Rail
This mobility strategy will build off the existing assets,
Another
including the streetcar and bus system. In a future with
reestablishment of projects that have been greatly
more urban residents and less care dependence, these
underutilized. One example is the Riverfront Transit
transit modes will be more successful. The plan is to create
Center, located under 2nd St. Currently only used for
dedicated lanes for the streetcar and buses in order to
buses during large events, it was planned to accommodate
increase speed and efficiency. Currently, bus routes are
a commuter light rail system with regional connections
organized in decentralized manner, with routes falling on
to the west and east of the metro. This plan calls for
nearly all the downtown streets. This mobility plan calls for
the fulfillment of this light rail project. The stations and
consolidating bus traffic to two routes; Main St and Walnut
tunnel are already in place, rail tracks are the only piece
St (North/South) and 5th St (East/West). The north/south
of infrastructure left to construct. The placement of this
route will ride along the existing streetcar route. The 5th St
light rail station is excellent because it will directly be
route will be two ways with dedicated lanes. These streets
connected to the proposed Walnut St shared street,
were selected sue to their connection to the existing bus
allowing users to freely move into the heart of the CBD.
key
piece
of
this
In a future with less parking, downtown Cincinnati will
mobility
plan
is
the
experience a unique transformation centered around residential infill. Catalyzed by a cutting-edge urban bike/ ped path network and a variety of sensible housing types, people from all stages of life will once again flock to urban living in downtown Cincinnati. As a result, the CBD will seamlessly blend with its surrounding neighborhoods, furthermore creating a unified and connected urban core that relies on alternative forms of transportation and operates self-sufficiently.
transit hub.
10.5.4 Curb Management
10.5.6 The Future of Local Delivery
The reaming streets in the CBD will continue to accommodate
The final component of mobility deals with the movement
the efficient flow of car traffic. They will be enhanced to
of goods at a local scale, a system that greatly impacts
be more pedestrian friendly with greenery, curb bulb-
transportation in cities. With the rise of E-commerce
outs and generous crosswalks. In addition, advanced curb
and rapid package delivery services, congestion on city
management practices will be implemented in order to
streets is likely to worsen, especially when managing
increase the efficiency and convenience of street parking
curb space. One promising solution, already in advanced
and ride share services.
stages of development, is small scale delivery robots that run at the street level. The crux of this process is the transfer between shipping trucks and these street robots. In response to this challenge, the mobility plan calls for a local package distribution hub. In order to reduce the amount of trucks on the street, an underground system will be implemented. The plan proposes that the unused subway route underneath Central Parkway be repurposed to accommodate delivery trucks.
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