KJP

http://www.timesunion.com/AspStories/story.asp?storyID=427201&category=STATE&newsdate=12/7/2005 $100M rail plan focuses on service By CATHY WOODRUFF, Staff writer First published: Wednesday, December 7, 2005 ALBANY -- Short-line railroads will get renewed attention under the state's next five-year rail improvement program. Many of the state's small rail lines have deteriorated tracks and equipment, and "the idea was to ensure that they can undertake the infrastructure improvements they need to remain competitive," said Peter Graves, spokesman for the state Department of Transportation. More at link above:

I remember seeing some renderings of Stonebridge about 5-6 years ago, and at the time I thought it was a pretty aggressive project, given the amount of construction involved. I remember reading that some officials thought it might never get built. Here it is 5-6 years later, and just about everything in the rendering has been built (I seem to remember that they also proposed building south of the Detroit-Superior Bridge, along the river's west bank). But I also don't think the building now under construction next to the former Cantina Del Rio was envisioned originally. Give some, take some. The next few years will pass quickly with Wolstein's Flats East Bank project.

http://www.lightrailnow.org/ (with additional information and photos) Electrification 101 Electrification of Transportation as a Response to Peaking of World Oil Production Commentary by Alan S. Drake • November 2005 With this commentary, Light Rail Now initiates a series we're calling Electrification 101 – a discussion aimed at informing transportation professionals, decisionmakers, and the public at large of the value and advantages of electrifying transportation operations, and the electrification of public transport systems in particular. This commentary, the first article in our series, has been slightly adapted from a professional paper prepared by the author. Alan S. Drake is an engineer, former accountant, and professional researcher based in New Orleans. Light Rail Now! website URL: http://www.lightrailnow.org/features/f_lrt_2005-02.htm Updated 2005/11/20

It's never too late. Like MayDay says, when your land use puts residential, retail, office and other uses so far apart, allows cul de sacs which limit movement to cars exclusively and has stores sitting behind massive parking lots off crowded roads with no parking lots, then an interchange is not going to relieve traffic. It's only going to make it worse. Greater Cleveland would be a much better place if every candidate for elected office was required to take a Planning 101 seminar. There's enough talent on this forum to get some "instructors" together to offer free or low-cost seminars on an ongoing basis for city council members, public officials, chamber of commerce leaders, community activists, etc. Candidates can then put on their brochures that they've taken the seminars and understand how their communities fit into the regional picture, and how their actions continue to cause the whirlpool at the urban center to spiral ever wider.

Check out the latest issue of CoolCleveland (http://www.coolcleveland.com). The sheer number of letters submitted to them regarding the Innerbelt and the signature bridge (not ODOT's proposed northern bridge, but the county's southern alignment!) was pretty impressive. One letter writer reprinted a form letter they got back from ODOT, and noted that the Federal Highway Administration will conduct an independent review of the bridge alignment (see the unformatted letter below). The signature bridge isn't the main issue. It's where that bridge is located. Also one of the letter writers gave a nice plug for this message string. _______________________ Thank you for taking the time to contact us with your concerns. We truly appreciate your input. The Ohio Department of Transportation (ODOT) initiated the study of the Cleveland Innerbelt Corridor in 2000. The first Advisory Committee Meeting was held on November 2, 2000. The first public meeting was held on January 10, 2001. Throughout the study process ODOT has met frequently with City Officials, Local Stakeholders and the General to develop goals and objectives for the study, to identify and evaluate alternatives and to discuss comments and concerns. On November 17th and 18th, 2005 after five years of study, ODOT presented to the Cleveland Urban Core Projects Advisory Committee and the City Planning Commission, for their review and comment, recommendations for the reconstruction of the Cleveland Innerbelt Corridor. The recommendations and the rationale behind those recommendations will be documented in the Alternatives Report that will be released for review and comment early in 2006. The Alternatives Report will be made available at ODOT District 12 headquarters Cleveland City Hall, via the internet at www.innerbelt.org and at branches of the Cleveland Public Library. We encourage you to read the report and offer your feedback to us via the internet at www.innerbelt.org or through the U.S. Postal Service at: The Ohio Department of Transportation District 12, 5500 Transportation Blvd., Garfield Heights, Ohio 44125 ATTN: Innerbelt Project Manager. ODOT understands that there are concerns with the recommendations that have been put forth for public comment. ODOT remains committed to continuing to work with stakeholders to address those concerns. Throughout the study process ODOT has worked closely with the City of Cleveland. In August 2004, the City of Cleveland and the Ohio Department of Transportation signed a Memorandum of Understanding (MOU). The MOU established the Cleveland Urban Core Projects Advisory Committee which is co-chaired by Craig Hebebrand, Project Manager for the Ohio Department of Transportation and Mark Ricchiuto, Public Service Director for the City of Cleveland. The MOU established an Interagency Working Group that has met throughout the process to discuss issues and concerns. The MOU also established the responsibility of the Cleveland City Planning Commission to review ODOT's recommendations on behalf the City of Cleveland. ODOT will continue to partner with the City of Cleveland to address the concerns that have been raised. ODOT has already begun steps to better understand specific concerns that have been raised. In response to the concerns regarding the impact that the recommended changes to the access points could have on businesses in the Quadrangle, MidTown and St. Clair-Superior areas, ODOT has hired Economic Development Research Group to conduct an Economic Impact Analysis. This firm has already met with the Community Development Corporations (CDCs) and interviewed numerous businesses. In addition they have developed a survey that will be distributed to 3,000 businesses located within the service areas of the three CDCs. This Economic Impact Analysis is expected to be completed in February 2006. At that time, ODOT will meet with the City of Cleveland and representatives of the CDCs to discuss the findings. The Ohio Department of Transportation developed and considered bridge alignments to both the north (downstream) and south (upstream) of the existing Central Viaduct prior to recommending the northern alignment in June 2005. However, based upon public comments received to date, ODOT commits to reviewing our alignment recommendation. Also, please be advised that the Federal Highway Administration (FHWA) will conduct an independent review of the bridge alignment recommendation as a part of their review of the Alternatives Report. Independent of the bridge alignment, ODOT is committed to building a signature bridge that will enhance the City of Cleveland?s reputation as a city of bridges. ODOT received six statements of qualifications from firms interested in conducting the bridge type study. Based on those qualifications, three firms: Michael Baker, HNTB and URS, were selected to make presentations to the selection committee. The three firms selected to make presentations have assemble impressive teams and all three firms have proven experience in the design of signature bridges for the State of Ohio. Michael Baker recently designed the Ironton-Russell Bridge. HNTB recently designed the US Grant Bridge and URS recently designed the Pomeroy-Mason Bridge. All three of these river crossings are cable stayed structures. The selection committee, which includes representatives from the Ohio Department of Transportation; Cuyahoga County Engineer, Robert Klaiber; Cleveland City Planning Director, Robert Brown and Cleveland Public Service Director, Mark Ricchiuto, will meet on December 12, 2005 to hear the presentations, conduct interviews and select a team to conduct the bridge type study. During the upcoming year, ODOT will continue to solicit public comments, work with our partners at the City of Cleveland to address concerns and revise the recommendations. ODOT will bring the revised recommendations back to the Cleveland Urban Core Projects Advisory Committee, the City Planning Commission and the General Public prior to submitting them to the FHWA for their review and approval near the end of 2006. Respectfully, Craig Hebebrand, Innerbelt Project Manager, ODOT District 12 & Dave Coyle, District Deputy Director, ODOT District 12

Love those folks in Lima!

Actually, I think it's a very valid question. Is UC truly "served" by these stations? Moving the Euclid/E120th station a little closer to Mayfield will help, but the Red Line misses the heart of UC and requires long walks to reach most of the traffic generators. The ultimate solution (see below) is to relocate the Red Line northward from near the Cedar station, via MLK's median, then east down the Euclid Corridor as a shared bus/rail right of way. Then, return to the Red Line just east of Euclid's underpass of the existing Red Line. My estimate for building all of that is $65 million, something I don't see RTA doing in the cost-conscious mode they are in. Sometimes they seem more interested in saving money than in raising revenue. Ironically, capital dollars can be had more readily than operating subsidies.

I'm sure it will be in the West Side Sun News. As for the mental sadism, put your brain here ----> :bang2:

^Not yet on both.

Patience isn't one of your strongest points, is it? :-D It's going to have to wait until Thursday.

You're right. This discussion needs to moved to the "Grander vision for the Inner Belt" string. Grasscat!?!? While covering another story, I stumbled across a reason (not necessarily THE reason) why ODOT is proposing the signature bridge north of the existing Central Viaduct, and why others support the bridge at this location. It will be in this week's paper. I'll give you a clue: "Look below decks"

This didn't appear on any website, so I'll post it here. Still, I don't like posting my articles, but this one is for a good cause.... KJP Fire history safe with museum Dec. 1, 2005 By KEN PRENDERGAST Staff Writer It took two people to peel back the large plastic sheets protecting a series of blocks, each roughly 8 feet tall. As the sheets were removed, clouds of plaster billowed upward. But it revealed countless banks of meters, levers and indicators. Many of the components were made of brass, and still shined after 77 years. The Gamewell Alarm System is the centerpiece of the Western Reserve Fire Museum and Education Center, taking shape in the Cleveland Fire Department's Alarm Office and Dispatch Center. The CFD's alarm system, the only one of its kind in any fire museum in the U.S., went into operation two years after the building was built in 1926. It is located at the eastern end of the Lorain-Carnegie Hope Memorial Bridge, and across Ontario Street from Jacobs Field in downtown Cleveland. All 1,200 of Cleveland's red pull-box alarms, often mounted on utility poles throughout the city, were routed into the building using telegraphs. The aging system continued operating until 1999, when it was replaced by a modern computer dispatching center at another location. Also in the building was Fire Station No. 28, complete with crew quarters, fire engine bays and those famous fire poles between them that firefighters slid down. A victim of city budget cuts in 1981, the fire station was closed. After the dispatching facility was shut down 20 years later, the 20,000-square-foot building became available. Dan Hayden, executive director of the fire museum, and who worked in the building as a lieutenant dispatcher from 1995-99, said the building's multiple functions made it a perfect candidate for the new museum. Cleveland has no museum dedicated to the history of fire fighting. "It's a great old building," he said. "We're real excited about it" becoming a museum. Western Reserve Fire Museum and Education Center is a nonprofit organization begun in 1992 by the Western Reserve Fire Buffs. They hosted a gathering of current and retired firefighters, as well as others interested in Greater Cleveland's fire-fighting history. Today, the organization has 800 members. "They said 'let's start a museum and start saving some of Cleveland's history.'" Hayden said. Since then, more than $530,000 has been raised toward the $3 million cost of renovating the building, restoring artifacts and improving the surrounding area into a pedestrian-friendly historic district. However, the construction of a new Interstate 90 bridge over the Cuyahoga Valley could squeeze out a neighboring, active fire station, as well as the planned historic district. Not threatened is the 1926 building, which the museum organization is leasing from the city for $1 per year. Scott Carpenter, museum project manager, said renovation work is proceeding in phases. The first floor, including the apparatus bays, should be restored next year. The roof has been replaced and repairs have been made to the sandstone exterior. "These things will help us build credibility with funders," Carpenter said. He is a museum designer by profession. His resume includes similar projects for the Western Reserve Historical Society in Cleveland, and at Stan Hywet Hall in Akron. Numerous fire departments in 11 Northeast Ohio counties have been or will be approached to help provide funding, artifacts, photographs, memorabilia, old equipment and documents to the museum. More than 80 percent of CFD employees contribute $60,000 per year to the museum through a payroll deduction program. The museum organization also is producing a book on notable Cleveland fires and other related history, to raise funds for the museum. For more information, visit their Web site at www.wrfmc.com or call (216) 664-6312. Already, an extensive collection of uniforms, signs and equipment is on hand, awaiting cleaning, preservation or restoration by volunteers. But more artifacts and volunteers are needed, Carpenter noted. His goal ultimately is to have 15-20 volunteers available on a weekly basis, or about three to four each day, to provide tours of the building and its displays, as well as to provide education. The CFD has agreed to operate its public safety education programs out of the museum building — hence the "education center" wording at the end of the museum's name. Another reason is that the museum will have library, where historical records can be reviewed. The museum has boxes filled with firefighter duty journals that date back to the 1870s, showing which firefighters headed out on various emergency calls. "These (journals) had to be saved for public records. People can look through these and do research about their father or grandfather," said Hayden. Recently, a woman came to the museum and informed Hayden that her father was a firefighter, but had died of pneumonia in the 1960s when she was just two years old. "She didn't remember him," Hayden said. "But, she found a duty journal with his name in it and showed what he did (as a firefighter). You could see the tears in her eyes." Those involved with the Western Reserve Fire Museum and Education Center hope to have that kind of impact on more people. Starting next year, when the first sections of the building open to the public, it just might. END

But I don't yet smell any commuter trains....

Don't expect a rail line down the Opportunity Corridor boulevard. RTA planning folk liked the out-of-the-box thinking, but said it would be a tough sell with the feds unless it saved RTA a meaningful chunk of change. I disagree, because I think the rail line consolidation via the boulevard would boost ridership (better visibility, safety and access to more developable land) and warrant the federal dollars. And I think it would save RTA a little bit of money because it would involve fewer track miles and give them a newer right of way that they would share with ODOT in its upkeep. But, it opened some eyes at RTA to opportunities in the Opportunity Corridor, which includes looking at better access to existing rail stations, what bus services could be adjusted or added on the boulevard or to connect with it. While that doesn't "do it for me" -- perhaps them taking a harder look at the corridor will make them realize that the rail line in the boulevard actually makes some economic sense. RTA is a big bureaucracy with lots of regulations, attached strings, politics and dreams that seem out of reach. But if they talk through the issues enough, maybe their actions will be close behind.

Gee, three feet outside my window? That's so close I wouldn't even be able to tell what kind of train it is. In other words, it's too close!

Wimwar, you are wise beyond your years!

In the interest of fairness, when is someone in the Bush Administration or on behalf of them going to say: "That's a loss of over $122 every time someone steps on a plane. The more it carries - the more it loses. For $122 we could have simply purchased Amtrak tickets for each passenger." "Now count to 10 with me.... They've just lost $2,932. This is a failed company based on a failed ..." <Sigh> I can't do that. It takes an evil person with sinister motives to seriously publish statements like that. This is sad news. Delta's a great airline with fine employees. As with Amtrak I hope they survive.

It should be known that Vranich had worked for Amtrak in the 1970s as a low-level manager in the public/governmental relations department, but he was fired for reasons that reportedly involved alcohol. Vranich does, at times, appear to be intelligent, but one thing in particular caused me to question his overall judgment... He once publicly questioned why Amtrak has six daily trains to an impoverished city like Detroit but offers zero trains to a tourist mecca like Branson, Mo. Joe, I think the answer probably has something to do with Detroit having 900,000 people, its metro area having 5 million and Branson having just 30,000.

I concur. A great collection!

It's proving hard to get RTA's interest in this. Their concern is that the Red/Blue/Green Lines route consolidation for another mile or so wouldn't save them enough operating and maintenance costs to justify RTA spending a large chunk of valuable capital dollars for leverage a federal share. I can understand that. But I think there may be a way for to come up with new capital dollars up front, and get the rest reimbursed.... Potential sources for an RTA funding share of the Opportunity Corridor rail line Revenue bonds from parking garages at existing or proposed stations to avail space for Transit-Oriented Development. Assumed are two 800-car parking garages. Property acquisition, demolition & construction costs are estimated at $4 million from federal grant leveraged by sale/lease of partial station properties. Net annual revenue from parking garages (80% occupancy@$4/car/day less expenses of one-third gross revenue)=$1.2 million (rounded). $1.2 million per year, at 5% bond interest rate, can retire a 20-year bond issue of about: ... $15 million Sale of 1.25 miles of Blue/Green Line between East 68th Street and Ambler Street (such as to Cuyahoga County for biking/hiking trail construction, or to communications/fiber optics/utility or other uses): ... $1 million to $5 million Sale of 1.5 miles of Red Line between Kinsman Avenue and vicinity of East 105th Street (such as to Cuyahoga County for biking/hiking trail construction, NS for track capacity expansion or industrial track leads, Flats Industrial Railroad for same, communications/fiber optics/utility or other uses): ... $1.25 million to $6 million Scrap value of rails, ties, catenary, wires, East 79th Station(s) materials, hardware, etc. from the above segments (range of 15-30 percent value of new materials): ... $2.5 million to $5 million Total $19.75 million to $31 million (RTA contribution) Discussion The proposed Opportunity Corridor rail route mileage would be about 2.15 miles. Construction of the Waterfront Line in 1994-96 cost about $70 million for a similar distance. With the Opportunity Corridor, much of the right of way could be provided for the rail line within the new boulevard’s median, saving significant costs. Thus, construction costs for the rail line were assumed to be $20 million to $30 million per mile, or $43 million to $64.5 million. If a 50 percent local share is required for the construction of the Opportunity Corridor rail line, the amount could range from $21.5 million to $32.25 million. If a 25 percent local share is required for the rail line’s construction, the amount could range from $10.75 million to $16.13 million.

Some tidbits from CoolCleveland.... ODOT still doesn't get it If you attended the public meeting held on 11/17 at the Wolstein Center, one thing was obvious: the Ohio Department of Transportation already has made up their minds about the Innerbelt Bridge. While they say they want public input, read their letter to the PD closely (here): "The upstream (southern) alignment was fully considered prior to being removed from further consideration..." It is precisely the ODOT's refusal to get a second opinion on the southern option suggested by Cuyahoga County Planning Director Paul Alsenas that is frustrating citizens. Alsenas is rightly urging a signature bridge rather than the pedestrian model pushed by ODOT. And by eliminating four exit ramps and seven entrances to the Innerbelt, area residents and businesses are incredulous. During the audience Q&A, Midtown entrepreneur Mike Chesler of the Chesler Group politely but firmly asked the question we're all wondering: "How could ODOT make a recommendation without having conducted an economic impact study?" Their plan will move traffic very smoothly from Columbus to Buffalo right through Downtown Cleveland, but it's hard to see the logic for people who live and work in this city. Cool Cleveland has been recommending that you send a note to ODOT Project Manager Craig Hebebrand ([email protected]), and that might still be a good idea, but now we think you should also send a message to Deputy Director Dave Coyle ([email protected]), and see if we generate a little more respect for public opinion. After all, our tax dollars do pay their salaries, and will pay for the Innerbelt alignment and new bridge, whether it's beautiful or butt-ugly. While you're at it, Cc: Cool Cleveland at [email protected] and we'll keep the pressure on. See Yr Turn letters below. On Cleveland's Innerbelt Bridge & ODOT The Ohio Department of Transportation (ODOT) has an obligation to Cleveland, its citizens and visitors in regards to the redesign of the innerbelt curve, the access ramps to point east and into the city center, and especially the unique opportunity to correct a great dis-service that was done when it was first built. Clevelanders and others in this region need to demand that the innerbelt be covered up (tunneled) so as to bridge the dividing gap created so many years ago. It will help remedy the concerns of business owners regarding the location of ramps and access to their areas of operation. This will also allow the building of an extensive park area with pedestrian as well as bicycle access from the lake to Tremont and other areas south and west. This new green space would be most inviting for businesses to locate nearby as well as real estate developers to consider building residential units, stimulating the resurgence of Cleveland's old neighborhoods east of the innerbelt. Specifically, the new covered area east of Cleveland State University could be developed into sports and open theater fields, freeing up existing land to allow building of "state of the art" facilities for education and innovation. ODOT would accomplish their safety and improved traffic pattern goals and would earn many accolades by incorporating urban planning that significantly contributes to the rebirth of Cleveland as a striving residential as well as innovative business and technology center. from Cool Cleveland reader Ray Saikus, Citizen Vision, http://www.CitizensVision.org, rrsATcitizensvision.org

I still owe all of you renderings of the bowling alley/housing project. The pics were in the PD about a month ago. I'll see about sending them through later today.

NARP thinks S.1516 can pass as a stand-alone bill. By the way, Noozer, I just returned to work today after a week on vacation and heard your message on my voice mail. I will call you shortly.

I just heard last night that Senate bill 1516, the Amtrak reauthorization and reform legislation, was removed in conference committee from the budget reconciliation bill. If true, I assume there will be an attempt to pass S.1516 as a stand-alone bill, but I suspect the chances of that are less likely. Looks like the Bush Administration has another victory in its efforts to dismantle Amtrak, with nothing waiting in the siding to replace it.

Sorry!