KJP

Doesn't ring any bells but I don't doubt it. Just don't remember it.

Now I recall. Someone had wandered past an office and saw a plan for it on a wall or something...

Cleveland Press was at the northeast corner of East 9th Street and Lakeside Avenue -- where the Northpoint office complex is today.

More like...off with your heads!! New building near the Q, Pope?

MGD, there were two Central Markets. Here's something I wrote in 2000 about the original Central Market House (1867-1949)... The Central Market can be traced back to 1839, when the city's first municipally owned market house opened as the Michigan Street Market, at the corner of Ontario and the market's namesake, a block south of Public Square. It created a traffic nightmare, so the city council in 1857 authorized moving it to a new site, one mile farther south and renaming it the Central Market. That brought harsh criticism from market vendors, who feared no customers would travel so far uptown. But the Central Market opened for business in 1867 and soon became a fixture at the confluence of Ontario, Broadway, Woodland, Sheriff (East 4th), Eagle, Bolivar, and an approach to the east end of the Central Viaduct (replaced in 1932 by the Lorain-Carnegie Bridge). But as downtown grew up around it, the market's location soon doomed it for the same reasons that prompted the moving of the Michigan Street Market. Streetcars, trucks, cars and buses inched their way around vendors unloading fresh meat, fish, chicken and produce. The age of the building, and its antiquated sewage system, also raised fears that the site was creating unsanitary conditions. Six years after this picture was taken from the top of the Landmark office building, Cleveland voters passed a bond issue to fund citywide public improvements, including moving the Central Market into the old Sheriff Street Market a block north. The old Central Market burned in 1949, bringing to an end its service to a rapidly changing city after 82 years. Here's another write-up about the Central Market and other municipal markets in Cleveland.... Municipal Markets in Cleveland Charles Kamp Annals of the American Academy of Political and Social Science, Vol. 50, Reducing the Cost of Food Distribution (Nov., 1913), pp. 128-130 And the later version of the Central Market opened in the remnants of the former Sheriff's Street Market. Here's what I wrote about that, also in 2000.... Along Sheriff Street (later East 4th Street), between Huron and Bolivar roads, one of the largest food markets in the city was built in 1890. While it was equipped with an electric power plant, there was no way to keep perishable food fresh for an entire day. Housewives headed downtown early on the streetcar, often with their work-bound husbands, to buy food while it was still fresh. When the market first opened its doors, shoppers could buy ham at 10 cents a pound, sirloin at 12 cents, and porterhouse at 15. Sheriff Street Market competed for 50 years with the Central Market, located a block away, until the former closed its doors at the start of the Great Depression. On May 9, 1930, as the Sheriff Street Market was being converted into a bus station, it caught fire, causing extensive damage to the north head house and display areas. The surrounding neighborhood had been in decline in the preceding decade, and the market's demise only hastened it. Some of the funding from a 1946 bond issue for citywide public improvements was used to restore the Sheriff Street Market and relocate the Central Market into it. This market, along with the West Side Market on the other side of the Cuyahoga River, were the only two food markets left that rented out stands for vendors to sell fresh meat, chicken, fish and produce. But the Central Market closed in the early 1980s to make way for a domed stadium that was never built. There are pictures of both buildings at http://www.clevelandmemory.org/search/

Thank you!

Sun didn't even get a press release about Connecting Cleveland.

The mayor's office wasn't concerned about it either.

That's what I'm hoping it is.

Except I was being serious (at least in my initial inquiry).

Stryker Tourism Office.

1). Because a large part of the problem with the Inner Belt is the heavy traffic entering/leaving the highway at Chester and the short ramps on I-90. This traffic would be significantly reduced with the OC. For ODOT is basing its decisions on which ramps to eliminate based on conditions which may not exist after the OC is built. 2). Partly. The close spacing of ramps in the Central Interchange, East 22nd and Carnegie are alleviated with my plan. The ramps north of Carnegie are not addressed by my plan but by the OC and a possible lowering of the highway's speed limit. 3). Yes. See Portland, which removed a downtown riverfront highway for park land and development. Also, most of the new bridge which I've proposed could be built while the existing Central Viaduct is being used for downtown access (my assumption is I-90 traffic would already be rerouted). For the final segment of the new bridge, I would preassemble it as railroads do to minimize the lost business. Pick the Friday night before a three-day holiday weekend to implode the old bridge and set the pre-fab section of the new bridge in place. Open for downtown access Tuesday morning.

I don't know if this is the right place or time to post this, but I'm hoping someone out there has heard of a major development brewing. My source said he's legally obliged to stay silent, but tells me I'll like it when it's announced (sometime soon?!?!). It's not Stark's project. It's not the medical mart. And it's not any of the other projects that are already in the pipeline (Flats East, Stonebridge future phases, etc). It's killing me to wonder what the hell this is, and it's apparently killing my source because he's dying to tell me! So does anyone have an inkling of what might be coming down the pike? I hope I'm not disappointed....

Nice fireworks. Having taken a number of fireworks pictures over the years, I know how hard it is to get color in them without the washout.

Lovely pics of a lovely city. The nabes in the second and third pics are the kinds of places I would live in if I lived in Frisco.

Some of the trains I'll be riding in a few months.... Eurostar flybys... An oriental production of the Chunnel (Paris to London in 8 minutes): Gare du Nord in Paris (served by Eurostar and Thalys): Eurostar interior (this is actually funny): SkyNews coverage of UK speed record:

China high-speed train test runs.... Cool shot of train emerging from tunnel: Crossing a bridge over a river: Meets freight train: Speeding under the photographer: There's other videos of this train on youtube, as well.

Cool idea. I'd also suggest a youth hostel, or a European-style hotel as options. No renting of rooms by the hour, or by the month, however. :-D

Ate at Vivo a year or so ago, so I don't remember details. I do remember the food was good, but I couldn't afford to eat there again. I'm just as happy eating at a greasy spoon as at a fine restaurant. And my small wallet is even happier.

Hey I just work here! :oops:

At the urging of others, I've developed some cost estimates of the proposal I put together and showed on the previous page. Yep, it's more expensive than ODOT's plan for the same portion of the Inner Belt project. But it also can be done in phases and would put roughly 1.2 million square feet of ODOT-owned land on the private, taxable market. This proposal also requires that the Opportunity Corridor be built first. It does not address the trench or Dead Man's Curve. ________________ INNER BELT REMOVAL Opinion of capital costs (engineering and contingencies included in each line item) $ 3.68m = 2300 ft wb ramp 90/77 add lane $ 4.80m = 3000 ft eb ramp 90/77 add lane $14.00m = 2,500 ft widen 77 over 490 from 6 to 8 lanes $47.00m = 2,400 ft widen 77 from 490 to turn of Orange ramp from 4/6 to 12 lanes $92.40m = 5,500 ft of new I-90 - 6 lanes $47.52m = 8,000 ft of new 6-lane Tremont-Downtown blvd with median less bridge $10.64m = 4,000 ft of rebuilt Orange Avenue (7 lanes) $ 8.55m = 4,500 ft of rebuilt Woodland Avenue (5 lanes) $ 4.75m = 2,500 ft of new Broadway Avenue (5 lanes) $18.24m = 4,000 ft of I77 removal $60.80m = 10,000 ft of I90 removal $500.00m = new Central Viaduct (six lanes, hike/bike path, NS RR on lower deck) $75.00m = East 30th Park/rec ctr = 600,000 sq ft (13.77 acres) $25.00m = Replace recreation center building $12.50m = Cedar Estates Park = 100,000 sq ft (2.3 acres) $25.00m = Allowance for additional 200,000 sq ft of highway caps $949.88m subtotal 1.7 million square feet of Central Interchange vacated by ODOT less 500,000 square feet for restored street grid Sale of 1.2 million square feet x $40/sq ft = $48 million $949.88m less $48m $901.88m subtotal $ 50.00m less NS RR contribution $851.88m total capital cost

Central Station was stub end. The station trackage and platforms are at the same location as the Millenium Station with Metra electric suburban service to University Park and South Shore service to South Bend. Ever been there, Rob? :wink:

I think the port watcher they're referring to is Ed Hauser (if so, why not name him?). Citizen Hauser does the right thing by watching port officials like a hawk, but he often assumes the worst and then asks port officials to defend themselves. They often won't play his game, so he assumes they're hiding something. As unelected officials in charge of a large amount of taxpayer dollars, they do deserve close scrutiny, however. My concern is that too much criticism and not enough encouragement breeds a seige mentality at public agencies (see RTA, NOACA, ODOT, etc). And a seige mentality is a sure way to stifle innovation.

Detroit's Michigan Central is a through station. Just east of the station, the old Michigan Central Railroad descended into a tunnel under the Detroit River to Windsor. Due to the tunnel, Detroit, like Cleveland, also had electrically powered trains from Michigan Central station east to Windsor but used third rail, not overhead wires like Cleveland did. Detroit's Fort Street (Union) Station was a stub-end station, for Pennsylvania RR, Wabash, Pere Marquette, B&O and C&O. The other stub-end station in Detroit was the Brush Street Station for Grand Trunk Western and later for SEMTA commuter trains to Pontiac. Toronto Union Station also is a through station. San Francisco's Townsend Street Station for Southern Pacific was/is a stub-end station. Los Angeles Union Passenger Terminal is another stub-end station, but perhaps not for much longer! Pittsburgh had a couple of stub-end stations -- B&O's Grant Street station (used until 1989 when the PaT commuter trains stopped). And the Wabash station just across the river from the P&LE Station (a through station also used by B&O's through trains) now Station Square. Philadelphia had two stub-end stations -- Broad Street Station and Reading Terminal. 30th Street station was and is a through station.

You're right that the PD kept referring to "observers" who had concerns about Carney and a potential conflict of interest. The only one who seemed to have an "issue" with Carney's vote was Commissioner Dimora. Even then, his quote was something like "I wouldn't have voted on that." That ranks right up there with "I wouldn't have chosen the vinegarette." You should know better than that, jamiec.