Tri-County Mall Redevelopment project has moved one step further. MarketSpace Capital and Park Harbor Capital announced the official closing of their purchase of Tri-County Mall, located in Springdale, OH. This important milestone signifies the transfer of ownership to the Texas-based co-developers and the beginning of a new era for one of Greater Cincinnati’s most recognized destinations.

“Today is a day many of us dreamed of but never thought would happen,” said Springdale Mayor Doyle Webster. “It’s the biggest project in the history of our city and one of the most ambitious undertakings our entire region has ever seen. It will bring jobs, inspire community, cultivate learning, and ignite growth. I could not be more excited that we are now officially on our way.”

The $1 billion Tri-County Mall Redevelopment project received unanimous approval from the Springdale City Council just ten weeks ago and is now set to begin construction later this year. The project will transform the largest – and mostly vacant – shopping mall in Greater Cincinnati into one of the largest mixed-use developments in the state. It will include new apartment communities, restaurants, retail and office spaces, educational facilities, entertainment, and recreational areas, a culinary center, and 15 acres of green space, including a dog-friendly restaurant with an accompanying park. The site will also be home to a 120,000 square foot STEAM (Science, Technology, Engineering, Arts and Mathematics) Institute serving Princeton School District.

Project Team

Owners: MarketSpace Capital LLC  and Park Harbor Capital LLC

Structural Engineer: THP

Geotech/Environmental: Terracon

Civil and Traffic Engineering: Kleingers Group

Mechanical, Electrical, and Plumbing Engineers: Heapy

Prime Architect: BHDP

Landscape Architect: Human nature

Lighting: TEC studios

Code Compliance: Preview Group

Acoustic Engineer: ADK

Read more about the project at Construction Review Online

The Kleingers Group has received one of The American Council of Engineering Companies of Ohio‘s (ACEC) 2022 Outstanding Awards for the Blue Ash Road Corridor Improvements project. This redesign and beautification project was developed by transportation engineers Nick Yeretzian, Sarah Fraser, Mark Nolt, and Travis Hunt. The ACEC Ohio Engineering Excellence Awards will take place on March 10, 2022, in Columbus, Ohio.

The Kleingers Group identified the safety shortcomings of the corridor and was instrumental in securing funding the city needed for improvements. Some primary causes of unsafe conditions and other deficits included on-street parking, lack of adequate lighting, inadequate traffic signals, and deficient railroad preemption equipment. Design challenges were addressed and resolved through input and coordination with the community and other stakeholders, including utility providers. The design team, working with The City of Deer Park, conjoined the needed safety improvement elements with aesthetic enhancements to promote economic growth for the benefit of the surrounding community. The transformation includes reverse angled parking, a road diet, curb bump-outs, and site amenities, including bike racks, benches, and planters. Growth and viability are now inevitable due to proper planning, community engagement, and utilizing existing engineering technologies and techniques. This project proves that it is possible to provide sustained value to the communities we serve.

Read more about the Blue Ash Road Corridor Improvements project here.

It’s not every day that an Owner takes on planning a 100+ acre sports park, but when the scenario arises, The Kleingers Group brings proven experience to the team. Over the years, Kleingers has designed a number of large-scale sports parks and has found that many of the same considerations tend to come up during our design process. We would like to share with you what to consider before you take on your sports park design.

1. Connect to Existing Community Assets

Creating transportation linkages to other community resources such as parks, schools, YMCAs, and more will encourage participation at the new development. Pursue ways to blend the new park with its surroundings and work with neighbors and stakeholders to build support for the project. Leverage connections through existing infrastructure like trailways, complete streets, and other multi-modal systems will provide easy access for bicyclists and pedestrians who visit the facility.

2. Create a Site that is Safe, Easy to Use, and Navigate

Speaking of connecting the site with pedestrians, it’s also important to design ways to keep them safe, especially from vehicular traffic. Maintain separate vehicle travel zones and pedestrian travel zones when possible and provide for safe and clearly marked crosswalks to help minimize conflicts. Branding, wayfinding, and creative use of landscape theming will help visitors with vehicles travel to their destination within the site more efficiently while minimizing user frustration.

Oftentimes, large sports complexes lack adequate wayfinding due to oversight or budget concerns. Proper wayfinding design can help users get to where they need to be while also creating a recognizable brand for the sports park and the associated owner.

3. All Sports Park Owners are in the Parking Business

Did you know that many competitive organizations that bring tournaments to sports parks require minimum parking per event? Organizers hosting tournaments require anywhere between 50-100 spaces per field, some require even more. Believe it or not, sports park owners are in the parking business. Visitors have high expectations that parking should be easy and accessing their field shouldn’t be a hassle. Tournament organizers must meet the demands of their clients, which means balancing the site’s infrastructure is important to everyone’s bottom line. Planning for enough parking close to destination points within the design allows for better traffic flow and provides better ADA access throughout the site.  The site layout needs to balance ease of access without being interrupted by large parking areas, or losing the vibrancy of an active and energized park.

4. Plan for Flexibility: Master Planning the Site for Optimum Use

Creating a park with the most flexible layouts will mean more options for end-users. Engineering the field grading is a key component. Fields should be carefully engineered to accommodate high-end games and large events with the ability to host smaller games within the same space without compromising the playable area, including crowns and field orientation.

Master planning a complex for multiple sports provides flexibility when attracting special events. Understanding how to plan for and design sports parks for flexibility amongst sports, whether soccer, football, lacrosse, rugby, Australian football, ultimate frisbee, baseball, softball, or cricket will attract a larger audience. Knowledge of national sports trends will allow the field designer to guide a client through the planning stages while meeting their needs and measured desires within the area.

5. Coordinate with Local Municipalities

Working with local interests and shareholders during the design process helps to ensure that everyone has a voice in the process of designing the sports park. Creating opportunities for partnerships early will help generate buy-in from key stakeholders and community members. Our experience in working through this relationship helps guide programming, affordability, and ultimately desired priorities.

6. Plan for Extra Traffic in the Area

More often than not, any new development brings additional traffic to a site. Traffic engineers can provide traffic studies to better understand current traffic conditions and anticipated changes and recommendations.

7. Sports Engineering is Key: Grading, Drainage & Field Performance Will Keep Them Coming Back

Creating space for tournaments is big business and retaining that business helps any sports park be successful. If the grading, slopes, drainage, playing surfaces, and other amenities are not designed properly, tournament organizations will take their business down the road to the competing sports park. Competitive organizations have a business to run and their business model depends on feedback from players and parents who use the fields, facilities, and park amenities at these events. Positive survey feedback will increase the chances that they return again for another event.

8. Plan for Attendees Who are not Players or Spectators

A large portion of the sports park business is creating a fun and comfortable experience for attendees. Creating spaces, such as playgrounds, within eyesight of a group of playing fields keeps that family with one child playing in the game and another bored on the sideline entertained and comfortable. Providing a trail system allows for visitors to take a break between tournament games, connect to another game across the complex, or meander to a ‘hub’ with concessions and restrooms nearby. Trails also appeal to pedestrians and bicyclists across the community.

9. Create a Space for Vendors

An often-overlooked element of the sports complex business is providing adequate space for vendors who are often on hand during a sporting event selling sports equipment, promotional items, and more to parents and other attendees. Creating ‘vendor zone’ spaces convenient to tournament sites is a key selling point to those looking to bring competition to the area.

10. Plan for Championships and Celebrations

Another trend in design that we see is the inclusion of championship fields. These higher-quality fields, sometimes utilizing synthetic turf, are designed with more seating and are typically located in prominent areas of the complex to draw more crowds as competitions wind down. Additionally, we see the integration of amphitheater spaces where teams celebrate their accomplishments with awards ceremonies.

Summary

These design considerations are a fraction of the items to explore when creating a sports park. At Kleingers/Sportworks, we understand the business of sports parks, the competition that takes place inside and outside the park, and the investment owners take in creating these opportunities for revenue. We also understand good engineering, traffic, sports field engineering, survey and landscape design, and the importance of getting all of these things done right for the bottom line and ultimate success of any sports park complex.

Case Study: Wilmington Pike and Feedwire Road Roadway and Intersection Improvements

Construction was recently completed on the multi-phase project which took a major intersection within Montgomery County from 3-lanes to 9-lanes at the largest point. Already a highly traveled area in the county, a new adjacent development was driving the need for improvements at a large scale. The project area is populated with many retail establishments, restaurants, and homes.  All of these stakeholders would be impacted by the development that included Costco, Kroger Marketplace, Cabella’s, and additional outparcels with smaller retail and restaurant space.

The Kleingers Group worked closely with the City of Centerville, homeowners, business owners, and other stakeholders to ensure the design would meet increased traffic capacity needs, accommodate pedestrians, and help keep area businesses operational.

Below are examples of things to consider when planning your next large-scale complete-streets, roadway design project.

Minimizing the Impacts on Businesses Through Design

Maintenance of traffic (MOT) in any roadway project can make or break the businesses affected during construction. Kleingers found challenges throughout the three phases of the project but worked to address or even predict each one.

Number one, the entire project scope (all 3 phases) was designed early in the process to ensure that each end of the project would have the least impact on the right-of-way, and ultimately the existing businesses along with the design. Creating this initial master plan allowed our engineers to create a design that provided no disruption to the area businesses. For some businesses, losing parking spaces could mean closing their doors. Because of Kleingers’ universal look early in the design process, no parking stalls were affected during construction or lost after completion of the project. Kleingers’ worked with the city to help predict future phases and affected areas to ultimately help save money.

Speaking of saving money, and resources, Kleingers’ carefully coordinated plans to help save on temporary paving costs by salvaging pavement from other phases of the project. The salvaged pavement was used to reduce construction costs where temporary pavement was needed for maintaining 2-lanes of traffic.

Not only was the area already highly populated, but the thoroughfare was an important route for nearby hospitals and other emergency crews. Kleingers coordinated with local hospitals, the city, and its emergency services departments to ensure 2-lanes would remain operational during the life of construction so that emergency crews could operate, business as usual.

More than Just Roadway Improvements – Complete Streets

Complete streets are defined as ‘streets for everyone’ and ‘a means to make it easy to cross the street, walk to shops, and bicycle to work.’ The Wilmington Pike and Feedwire Road project was designed to address safety for all travelers beyond motorists, including pedestrians, bicyclists, and transit riders.

With traditional sidewalks provided on one side, 8-foot wide meandering paved trails, and a concrete bus stop for Dayton RTA riders, the project was challenged with not only creating the means for safety but also creative drainage solutions.

Our traffic engineers took into account ADA and pedestrian safety when designing for three traffic signals along with the project. The design provided key elements such as voice-activated pedestrian push buttons that are timed and integrated with the signal system; ADA curb ramps; and landscape mounds along with the development which obstructs headlights that beam into on-coming traffic. The project also incorporates a pull-off bus stop for Dayton RTA riders along with ADA access and a gazebo that protects transit riders. All of these elements working together provide safe access for pedestrians and bicyclists in the area.

The city looked to Kleingers to help find the balance of economics when comparing adding more right-of-way (ROW) costs or providing environmental and water quality structures to address drainage design. Typically, on most projects where adding more ROW to a project has little impact on local businesses or homeowners, the simple solution is to create larger ditches to handle drainage runoff. In this particular project where the project was constrained by several existing businesses, the cost-effective solution to drainage was to add water quality structures. In doing so, the designers were able to also address environmental concerns while maintaining precious ROW.

The Loon – Designing Safe ‘Out-Of-The-Box’ Solutions for U-Turns

Roadway engineers are continually looking for ways to improve vehicular and pedestrian safety. A rare, ‘out-of-the-box solution for drivers who want to safely cross or make a U-turn on a divided roadway is through the use of a ‘Loon through-turn’ design. So, what is a loon? The loon is pavement that is constructed outside of the normal traffic lane within the right-of-way space. This additional area allows vehicles, especially larger ones, to safely make a U-turn on a roadway divided by a median.

Where lanes were widened to accommodate the increase in traffic, a median was created to provide safer access for those who live along this stretch of road. The installation of the loon helps those who have headed northbound access their homes on the other side of the new median without the safety implications of crossing large amounts of oncoming traffic.

Predicting Construction Conflicts in A 3-Phase Project

Often, unforeseen construction issues are a leading contributor to increased construction costs during a project. Kleingers considered all aspects of construction coordination between project phases when designing the roadway improvements, such as drainage, utility coordination, elevation changes with a neighboring development project, and much more.

The Kleingers’ team was able to provide contractors with finished elevations for coordination of major utilities, including water mains, gas mains, and power distribution lines. By telling contractors exactly where to locate lines, even in areas that had not been graded for elevations, those utility contractors could be on-site once during the life of the project without additionally impacting the schedule later in construction. It also meant that site contractors would have to grade the site less and fewer materials would be required, ultimately saving time and money.

By working alongside the designers for the adjacent site development project, The Kleingers Group could provide regular updates on a continuous basis. Adjusting for site elevation, drainage, and utility changes during the project’s design phase. This allowed Kleingers to maintain continuous control of the project while in the field. This extra coordination helped Kleingers quickly accommodate for construction surprises in the field, helping to alleviate downtime on the project.

In summary, a successful large-scale complete street project will require close coordination among all stakeholders during the design phases to mitigate common budget and schedule busting events.

The Kleingers Group recently spoke at the 2017 International Trail Symposium held in Dayton, Ohio. The educational conference brings together experts from all across the globe to learn more about trail system challenges, successes, and progressive ideas. We were inspired by so many ideas and conversations shared during the conference that we thought we would share some of our thoughts with you.

See our takeaways from speaking/attending below:

Sharing International Challenges and Successes

• Those in attendance during our speaking session included individuals from Brazil, El Salvador, Idaho, and New England (just to name a few). It was incredible to sit alongside others from all across the globe, discussing similar challenges, programs, and worldwide support for creating trails to connect people across the earth.
• Much like what we see in areas where we perform trail engineering and design services, many cities across the globe have been built around a single mode of transportation – cars.
• In general, Ohio has created many fantastic ‘destination trails’ where families travel by car, with bikes in tow, for recreation. Recreational communities across the state have done a great job creating these core recreation destinations. The challenge now is to create paths that connect these destinations with the people of the area.

Dayton Sets an Example for Others Across the Globe

More than just trails and paths, extreme biking paths were demonstrated at the symposium.

• Dayton has such a rich history of those within the biking community. The Wright brothers and the founder of Huffy Bicycles both got their starts in the area.
• Dayton is home to the largest paved trail network in the United States.
• Following the Great Miami River flood of 1913, the Miami Conservancy District was both created and funded locally. The organization set out to build levees in the area and eventually turned its attention to focus on water activity and then trails.
• Many organizations across the country look to the conservancy as a leading example. The district has found ways to continue funding the program which helps maintain the trails in the area, including winter plowing, ADA upgrades, and more – typically a challenge for trail owners.
• The Dayton area is also known in the trail community for Huffy’s ‘Rails to Trails’ conservancy program developed in the 1970s, before converting old rail lines to bike trails was popular.
• Large metropolitan stakeholders across the globe are just now getting programs in place and look to the Dayton area as a leading example.

Changing our approach to trails through progressive examples for funding area complete streets.

• Historically, money is spent ordinarily on the right-of-way for roadways. Complete streets is a way of approaching how best to a projects’ right-of-way while generating modes of transportation and access for all-wheel riders (aside from cars).

Prefabricated bridge showcased in the exhibit space.

How is The Kleingers Group affecting change in the area?

• As one example, Kleingers currently serves as the City of Wilmington, Ohio’s municipal engineer. We have been working with the city to set in place an active transportation plan which focuses on multi-modal transportation with complete street elements so that when new projects are completed within the city, they will comply with the program. The results will be a community that is not only multi-modal but a desirable place to live, work and play.
• Kleingers was recently awarded a fourth task order with ODOT for Safe Routes to Schools and Pedestrian Safety. We have an ongoing commitment to design multi-modal paths for school districts and local governments while creating a safe and healthy means of travel for students and families all across the State of Ohio.

Successful trails not only encourage healthy living and help reduce the carbon footprint; studies have shown they also increase property values for those adjacent to and in close proximity to the path. If we can consider the above successes, challenges, and creative approaches to constructing paths and trails for recreation and commuters alike, then we can (alongside others across the globe) create more desirable places to live and enjoy.

No two bridge projects are ever alike. Even a small bridge can present unforeseen obstacles that can create added costs. But by answering a few questions at the beginning of a bridge project, you can help ensure the project gets off to the best possible start, ultimately preventing delays, boosting public satisfaction, and increasing the lifespan of the bridge.

1. Do We Really Need Soil Information?

The answer is “yes” if you want the most economical design and a design that is most compatible with the actual soil conditions at the site. Many people may think they are saving money by skipping a geotechnical investigation, but it forces the structural engineers to guess about the load capacity of the soils and other soil properties that are central to the design. Without a geotechnical investigation, the structural engineer is forced to be conservative in the design, likely driving up the cost of the bridge. The added costs due to a conservative design are likely to be more than the cost of the geotechnical investigation.

2. Does Traffic Need to Be Maintained Throughout the Project?

Before beginning a project, municipal or county officials will need to decide how important it is to maintain traffic during construction. While maintaining traffic is often more costly and can lengthen construction time, depending on the route, a detour may cause undue inconvenience to the public.

3. Will the Roadway and Stream Alignment Cause Any Special Design Considerations?

The alignment of the roadway will likely play a big part in what type of bridge is best suited to the site. For instance, if a medium-span bridge is needed and it is on a horizontal curve, a cast-in-place concrete slab will likely be the best deck type because of the ability to form the edges of the deck.  Stream alignment relative to the bridge foundations should be closely evaluated because it can have a major effect on scour potential. Poor stream alignment causes scour to occur more easily, adding maintenance costs and likely reducing the lifespan of the bridge.

4. Is the Project in A FEMA Special Flood Hazard Zone?

If a bridge is in a flood zone, there are special design considerations. For instance, a bridge that crosses a stream in a flood zone has to be high enough and long enough to avoid causing an increase in the flood elevation. This often results in a bridge that is larger than what would otherwise be required for non-flood zone stream crossings.  Coordination with the local floodplain administrator is also required when the site is in a flood zone.

5. Where Are the Utilities?

Design should not begin without accurately identifying the precise location of utilities and including that information in the survey of existing conditions. Accidentally hitting a utility during construction is extremely dangerous and will cause costly delays. The design of the bridge should be such that as few utilities as possible will have to be moved to accommodate the construction.

6. Will Environmental Permits Be Needed? What About an Environmental Assessment?

The design of the bridge can drive whether an individual permit (a long, drawn-out process) is needed, or if the design can qualify under a nationwide permit. But other issues, such as if there are wetlands in the area, will also affect the permitting process. Nearly every bridge project should begin with an environmental review to identify those potential issues.

Ultimately the right project manager can help you make choices that are both cost-effective and will have a positive long-term impact on your community.

At the Kleingers Group, our team of structural engineers and bridge inspectors are focused on innovative ideas to build and restore bridges, cost-effectively and quickly. Our licensed structural engineers work closely with our transportation engineers to ensure coordination is seamless and meets your project’s needs.

Contact Mike Brunner at mike.brunner@kleingers.com to learn more about how Kleingers can help with your next bridge project.

The Kleingers Group recently acquired unmanned bird’s eye perspective video capture devices, a new way to conduct traffic counts. Rather than requiring a person to stand at an intersection, the new technology converts images to data using video collected through a battery-operated camera.

The benefits to you are:

• Access to Multiple Days of Data at No Extra Cost: A traditional intersection traffic count only collects one day of data. Sometimes something unexpected happens, such as a crash on a nearby street that diverts traffic and creates a high count. With video capture devices, The Kleingers Group has access to several days of data to ensure the traffic count is giving a representative picture.
• Counts at Abnormal Locations (such as Roundabouts) at A Reduced Cost: Busy roundabouts are notoriously hard to count because the person counting has to follow the car along its entire path through the roundabout. Often roundabouts require multiple people to conduct a count, raising costs. With video capture, costs don’t increase.
• More Information than Just Numbers: Sometimes traffic patterns need to be observed to get the full picture.  An intersection may be too busy for a person to count the traffic and simultaneously make notes of needed observations. Now, video can be reviewed directly, allowing the engineer to make the necessary observations, often at a sped-up rate. The end result is more information to help you make smart decisions.
• The Ability to Review Data at A Later Time: Sometimes specific questions about existing conditions don’t arise until after the traffic count is finished. With video capture, The Kleingers Group can go back and review the video on file to answer new questions, saving a repeat field visit.

Backing out of 90-degree on-street parking into a busy road is generally recognized as a very dangerous parking maneuver. Drivers often can’t get a good view of oncoming traffic before pulling into it, leading to driver anxiety and accidents.

So when The Kleingers Group started a safety improvement study for Blue Ash Road in the City of Deer Park, the existing 90-degree on-street parking was a major concern.

The transportation and infrastructure group used Miovision Scout Data Collectors—a camera that records video for use in data collection and observation—to observe parking maneuvers along the corridor. With video capture, they were able to cost-effectively perform over a day’s worth of observations at a birds-eye view.

What they found was surprising: a good portion of drivers were already backing into the existing 90-degree parking spaces to enable themselves to be able to see when they pulled out later.

This knowledge led The Kleingers Group to consider reverse angle parking, an innovative solution.

Unlike traditional angled parking, in which drivers pull into a space head-on, reverse angle parking encourages drivers to drive just past an open space and back in, vastly improving visibility when they pull out. The result is parking that is safer for both drivers, cyclists, and pedestrians.

Although reverse-angle parking is less common than traditional angled parking, the data from video observation showed that a culture of backing into on-street parking already existed.

“We learned that a good portion of drivers were already making maneuvers similar to the changes we were proposing,” Traffic Engineer Dave Meyer said. “Reverse angle parking will allow much greater visibility when you are exiting a parking spot.”

Although education campaigns will still be necessary to acquaint residents with the alternative parking scheme, many drivers won’t have to substantially change their habits. By encouraging the remaining drivers to also back into their parking space, accidents should be reduced and parking will be safer for motorists, cyclists, and pedestrians.

The result is increased economic development—including visitors, shoppers, and diners—as people feel safer parking and, as a result, frequenting the area.

Improvements to Blue Ash Road are expected to be completed in 2019.

Everyone knows buying in bulk can save you money.

Paving city streets may not be any different. Contractors tell us that one larger contract is more attractive than several smaller ones and can save the end-user money.

Unfortunately, many smaller municipalities can never reach the level required to achieve costs savings on their own.

This year, The Kleingers Group, in coordination with the Center for Local Government, will premier one of the first multi-jurisdictional pavement improvement plans, combining paving needs from three communities into one project.

The idea is that three communities—Silverton, Amberley Village, and Golf Manor—are more likely to attract a competitive bid and get better pricing with a combined request for the proposal than individually.

“The Center for Local Government exists to help local governments work together to achieve efficiencies.  We are always looking for innovative new methods of service delivery, and we are happy to be working to make this project a reality,” said T.J. White, Executive Director for the Center for Local Government

There are numerous benefits to the three communities working together. For starters, the communities can share small costs, such as printing and advertising, almost immediately. The cost of asphalt is cheaper when purchased in large quantities. Another real cost savings comes from transporting the very large paving equipment to the site. Since Silverton, Amberley Village, and Golf Manor are all neighboring communities, the contractor selected for the project will be able to transport equipment to the area once, completing the needed repairs in all three communities without incurring the cost of transporting equipment multiple times.

The result is an RFP that is more attractive to contractors and potentially cheaper for the communities involved.

The Kleingers Group has created combined bid documents previously. Last year, Kleingers coordinated two nearby improvement projects—one in Deer Park, one in Silverton—into one set of bid documents. Although the documents were created so they could be two individual sets, they were released as one document, producing a more attractive package for contractors and creating more competition.

Following that success, The Center for Local Government approached the Kleingers Group to discuss additional ways to help create coordination between local governments and began exploring multi-jurisdictional pavement improvements.

The Kleingers Group participated in a series of meetings to examine the possibility, bringing Silverton, Amberley Village, and Golf Manor on board.

As a result of the meetings, an intergovernmental agreement (IGA) was drafted between the three communities agreeing that Silverton will hold the contract with the roadway contractor for work to be done in all three of the communities and will be reimbursed by the other two communities for the costs. While Silverton will hold the contract and administer the construction, each community will prepare its own plans, have its own inspector, and approve the work completed.

The Kleingers Group and each of the three communities ensured their paving projects were as homogenous as possible. This coordination included using standard Ohio Department of Transportation asphalt mixes, consistent special provisions, and material testing standards. The result is the contractor doesn’t have to use a different set of standards in each community, which would have increased costs.

Moving forward, The Kleingers Group hopes to not only add communities to the Silverton/Amberley Village/Golf Manor paving program but also look at working with other Southern Ohio communities to cluster their paving programs.

Silverton Mayor John A. Smith emphasized the need to share services and cooperate with neighboring jurisdictions, even as Silverton retains its own identity.

“Our residents have told us clearly:  we don’t want to merge with another community and lose Silverton’s identity and self-governance.  For Silverton, partnering with neighbors like Deer Park and Amberley Village has always been a priority.  Today, though, it is essential. We have found even more ways to pool our resources and cooperate.  Paradoxically, it is only by working together on projects like this that we can preserve our communities and determine for ourselves how to self-govern,” he said.

Construction documents for the project will be sold on March 9 and bids will be opened on March 23.

The Cincinnati Public Schools SRTS program recently won the Green Advocacy Award at the Cincinnati Business Courier and Cincinnati Regional Chapter USGBC’s Green Business Awards! The award honors an organization providing educational awareness of the importance of sustainability to the Cincinnati community and/or the public at large. Congratulations Carmen Banks and Cincinnati Public Schools!

Our very own Mark Nolt is shown above with Carmen Banks.  Mark and the rest of our Transportation Group deserve a big congratulations on a job well done assisting Cincinnati Public Schools in developing their award-winning SRTS Program!

The Kleingers Group was selected by the City of Centerville to deliver public roadway improvements along Feedwire Road. The public roadway improvements are proposed to support the City’s newest economic driver; the Cornerstone of Centerville development. Feedwire Road will be designed to meet a complete streets standard and in coordination with the development, the City of Centerville and the Ohio Department of Transportation.

When the City needed to select an engineer to deliver this project, qualifications, speed of delivery and overall expertise was critical selection criteria. The assembled Kleingers team, led by Nick Yeretzian, exceeded the City’s needs and NIck looks forward to delivering an outstanding project for the City.