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That's more than plausible. I'm not unhappy with the outcome though. Like Euclid Avenue, the waterfront is too special for private offices. Offices are inert for the majority of the day, week, month and year. That limits the utility of the land, and by extension all the land around it, because it adds distance between walkable destinations.

It's a bit late for tough talk from Shurmur. He's awful and I hope Jimmy cans him on day one.

I'm from Howland. The NW portion of Cuyahoga County is most similar, I think. AKA the "West Shore" suburbs. Shaker Hts is notably far from freeways, so unless you're commuting right downtown, it's a great place to live but a bad place to commute from.

I stopped picking it up when they stopped putting basic restaurant/venue guides in the print version. I realize that can be more efficiently handled online, but it's also many people's main reason for wanting a copy of the print version.

I believe suggestion #1 would be transferring extraneous people out of TC and into outlying stations. As a side benefit, these employees may contribute useful reports on conditions at these stations. With all the police forces overlapping at TC, it does sometimes seem as though each thinks the other(s) will handle whatever comes up.

This differs from my previous understanding, which was that Eaton had zero desire to be there. Very interesting.

The WKNR guys advocate for the city and they're less Fox-ish than 92.3. Goldhammer, a transplant, gushes about the place. Jerod Cherry is on board too, always pushing downtown development.

That is horrible, just horrible. How did it come to this? Does anyone else see the irony between CSU's campus and its claims to urban planning leadership? And we aren't talking about 1960s mistakes here-- this is 2012 aspirational! And the siding, oh the siding. Heavens to Betsy.

Things have slowed down. Most of the people involved in the title and leasing aspect of this have been laid off. Last winter was so warm that natural gas prices collapsed and it's no longer profitable to drill. The entire industry is on hold until: a) prices rise, and b) Chesapeake's fate becomes more clear.

Well put.

Not sure where you're getting that info. Supply of affordable units-- for middle class professionals-- is a major problem. And there is recent precedent for outrageously priced residential failing downtown. The total number of pro athletes on all Cleveland teams is less than 100. A sales job for the ages might get 1/3 of them in this building. Divorcees by definition are often short of money. I have to question this business model. It's competing against Beachwood for a tiny market that really likes Beachwood. Young middle class professionals love downtown. Indeed. The economy has fallen apart, and we're responding with LA prices on apartments.

For $1600 to be the recommended 25% of your gross, you'd have to gross $76,800. I know a lot of lawyers working downtown who are making about $50,000. So the cheapest unit is well beyond modern lawyer incomes in Cleveland. If they had started out saying "we're going to tear down the Flats and replace it with an exclusive neighborhood for wealthy retirees," how much support would that have gotten? Is that what we were going for here? By most accounts everything is pretty much full.

Books could be written about Cleveland's east-west divide. First of all, there's sort of a canyon between them physically, so that adds to cultural split. Historically speaking, the east side developed first and most of the "old money" areas are there. Note that these areas are mostly in Shaker and Cleveland Heights, rather than the city proper. Meanwhile, for a good chunk of the 20th century, the west side of the city was off-limits to blacks. Not officially of course. These two phemomena combined have resulted in a west side that's relatively diverse and middle-class... and an east side beset with poverty, at the foot of a plateau where all the wealth is. This high degree of economic segregation has made it difficult to redevelop the east side, even though it contains most of the city's jobs and attractions. Desirable areas of the east side tend to have higher rents than their equivalents on the west side, because they're closer to the action and far more limited in capacity. Re: detatched garages, they're common throughout this part of the country in pre-1950 neighborhoods. They were built for a lifestyle involving robust train systems, which no longer exist.

Good info. I need to get to more of these meetings. The PD material explicitly states that-- unlike all other aspects-- residential in Harbor West was premised on finding demand for it which, as others pointed out at the time, is kind of a silly thing to question at this point.

There's still time!

Parma is a community that many locals refer to as being stuck in the 70s/80s culturally. In my experience it has moved on to the 90s. Regardless, I've had a lot of fun there over the years. Everything I've heard about Berea is positive.

Still too many mall-style outlots, and too much separation of the waterfront from the development. This plan is 2/5 as urban as The Banks, perhaps 3/5 as urban as Lakewood. Not sufficient.

Put those words in Warren's mouth 3 years ago and he sounds like he knows what he's doing. Better late than never I suppose.

But CERCLA impacts all types of development on old industrial sites, including those seeking to de-industrialize them. I agree that factories shouldn't be interspersed with houses. CERCLA has little to do with that though. It just keeps brownfields brown.

Growing up in Newark and Warren, this issue is dear to my heart. Someone said years ago that in their small town (Wellington? Seville?), a dollar used to circulate many times before leaving. These days, he said, that dollar might turn over once or twice before going to Cleveland. I think being near a large metro hurts these places, unless they're right by the freeway a la Medina. Some of it has to do with modern retail, which involves a smaller number of stores covering a larger area. Combine this with ever-increasing highways and the question becomes: why put anything in Springfield when one store in Beavercreek is sufficient for multiple counties?

no time soon. smartcard was always phase II of the ticket vending machine and new bus fare box roll out. rta hasn't accepted phase I, so the design, testing, etc. for the smartcards hasn't even started and won't start until the other issues are worked out - screen flows and rusting machines are the most visible customer issues, but there are maybe a half dozen other back end data, communications, remote updating, and equipment issues as well. in theory smartcards could go quickly once other machine issues are resolved, but seeing as it has taken more than 4 years and initial issues aren't resolved, it may be a while. This machine deal sounds increasingly scandalous. What a mess.

I've never loved it, but since it's a tall residential structure downtown, I've never hated it either. That wall of windows makes its stretch of Prospect Avenue look a lot more urban than it otherwise would. As for the Wolfe building, that's just bad news period.

All I can say is that if you insist on breaking fundamental traffic laws, you should not be surprised by any negative result that may occur. This includes a lack of support from all those people at all those stop lights you're blowing. You gotta admit, insisting on a separate set of rules for yourself is at least somewhat anti-social.

It makes no sense for a vehicle with negligible horsepower to ever be "ahead" in traffic. If a car has passed a bike once, there is no reason for that bike to end up in front of the car by the time the light turns green. This is what forces repeated passing. Ideally, all motor traffic should be able to pass a given cyclist once and only once. The idea is to minimize incursions into oncoming traffic. If it bothers you that cars will get where they're going more quickly, you may want to reexamine your priorities in choosing a mode of transport. Cars have engines and protective shells. Bicycles have many advantages of their own, but speed and safety are not among them. It isn't fair or reasonable to: 1) choose a vehicle that lacks speed and safety, then 2) expect to operate by your own set of laws in order to mitigate the overt drawbacks of that choice. You would not like the result if everyone on the road adopted this approach.