KJP

Planning Commission meetings are held at 9 a.m. at the first and third Thursdays of each month. In fact, I encourage anyone from the Greater Cleveland area who is interested in urban redevelopment and design to attend at least one of these meetings. Here is where you get the first official notice of new development and redevelopment projects in the city, and get to see architectural renderings, site plans, maps and other cool stuff that churns the gears of New Urbanist freaks like me.

I'm told that Nov. 17 will be the drop-dead date for ODOT to seek input on whether the signature bridge, on the southern alignment, should be included in the Inner Belt plan. Nov. 17 also is going to be a busy day. Here is what's on tap: > ODOT Innerbelt scoping committee meeting 9 a.m. Nov. 17, NOACA offices at Superior and East13th; > ODOT Innerbelt public forum 4:30 p.m. Nov. 17, Wolstein Center (CSU Convocation Center, East 22nd between Prospect and Carnegie). NEXT DAY (Nov. 18) > Cleveland City Planning Commission meeting 9 a.m., City Hall, to discuss Innerbelt with ODOT staff (might also do it at their meeting previous to this one, on Nov. 4) -- suggestion: ATTEND AND SPEAK AT BOTH; Please contact your friends, family and associates, and show them some of the bridge pictures on this string, as well as the image below (download a higher-resolution, 1MB version at http://members.cox.net/corridorscampaign/innerbelthood.jpg ) of what the southern alignment of the Inner Belt could produce for the city -- a wonderful new neighborhood built on ODOT land, that could generate an incredible amount of income and property taxes for schools, for the Lakefront Boulevard and Corridor of Opportunity to University Circle, and of course, provide a magnificent, exciting new Innerbelt bridge that will tell all those who traverse it that Cleveland's future is just as magnificent and exciting: Now is the time for all good citizens to speak up for restoring magificence and excitement to our city!

That should cover it. If you want to talk to Frank Jackson directly, go to the grand opening of St. John's Village West at East 38th and Central Avenue, at 11:30 a.m. tomorrow (Oct. 29). I hadn't heard of this project either -- St. John's Village West is part of the Village of Central, a $100 million housing development consisting of 465 new homes. St. John's alone consists of 75 townhomes and 75 single-family homes. Anyway, back to our regularly schedule program...the Inner Belt!

That's true, and the opportunity corridor could be done without delay, if Voinovich's $$ contribution has made the difference. Perhaps that's why Alsenas is going on the warpath now. By the way, after looking at some satellite images, I seriously question whether the Greek Orthodox Church has to be touched. Church officials should be given the option of moving it, however. Below is a satellite image worth considering. The top of the image is north. The white shape at the bottom is the outline of the church's parking lot, which is just north of the church itself. However, the University Inn would likely be a casualty. The gray line shows the easternmost edge of the Innerbelt's lanes and ramps could take to avoid using any of the church's property. In reality, it may not even need to go that far east to build the bridge without disrupting traffic.

ODOT will do what the city asks them to do, which goes back to the community planning aspect. So far, the city hasn't asked them, so ODOT hasn't bothered to do anything different than pursue it from a civil engineering perspective. Having the Cuyahoga County Mayors & Managers Association, the Cuyahoga County Commissioners, and Senator George Voinovich push for the southern alignment is helpful, but if the city doesn't dictate to ODOT its land use preference, then all bets are off. Yet, who will benefit from the southern alignment? The city, of course. KJP

When I think of retail, I think of everything from restaurants, to nightclubs, to coffee shops, to laundromats, to storefront churches and so on. I think the thing is to have lots of doors along the sidewalks (as opposed to the design of too many new buildings along Euclid Avenue -- Applied Industrial Technologies, Cleveland Clinic, etc). Retail as a conditional use that specify the inclusion of various other permitted uses, or certain forms of commercial zoning (ie: general business classifications), seem to allow that diversity. KJP

Yes! Do so before and after Paul Alsenas makes his superb pitch to them. I don't know if he'll do that before or after the election (something tells me it should be done after). Alsenas' version is close enough to mine that I would be more than happy if his came to be. In fact, I was thinking of redrawing my concept map to reflect what he is proposing. No celebrating yet. Remember, Frank Jackson wants to see the Corridor of Opportunity built before the Inner Belt or the Lakefront Boulevard get any money. He is concerned that there won't be enough $$ left for the COO. I hope Alsenas shows Jackson that, by putting the Inner Belt in a trench through the south side of downtown, it will create less of a physical barrier between the Central neighborhood and downtown. That may, in fact, have been the intention 50 years ago, if you know what I mean. Unknown as to the fate. It wasn't addressed at the meeting. My hope is to disassemble the church and reassemble it in the new neighborhood just south of Jacobs Field. That way, it could again be a neighborhood centerpiece, rather than be intruded upon by a noisy highway in its front yard. But I have no idea how much that would cost. If it's less than $10 million, I think it would be worth it. I would also relocate Sobolewski's University Inn to the new neighborhood, or wherever they want to go. I would hope the Inn and the church could be kept together. One thing I was surprised that Alsenas didn't mention is that ODOT could receive a nice chunk of money by selling land on which the Central Interchange sets. Alsenas says it represents 120 acres. Figure half of it would stay in the public domain (as city-owned streets and ODOT's Innerbelt). The land could be sold at any price below market rate, and ODOT will come out ahead. The county values the parking lots which Zaremba bought for The Avenue development on Superior at East 12th at between $20 and $25 per square foot. Based on that, ODOT could receive anywhere from $50 million to $65 million by selling 60 acres of the Central Interchange land to private developers. Alsenas also didn't mention the potential for expanding the taxbase (unless I missed it). Think of the property tax revenues that could be generated for the school district (and possibly a TIF to build the street infrastructure, and possibly put a light-rail line through the neighborhood). There are so many opportunities that can be generated from this project, it's remarkable. But ODOT's approach shows what happens when civil engineers are involved at the onset of a project, rather than at the end, after community planners have set the vision and asked the civil engineers how to make the vision work. Now, community planners like Alsenas have to play catch up. KJP

The data I found on MARTA is that their combined rail and bus system carries 450,000 to 500,000 daily, with rail comprising about 50 percent. Even if it's just 50 percent, consider that 48 route miles of rail service, on just 2.5 lines, has such a high density of use. I find that pretty remarkable, especially in such a sprawling city as Atlanta. KJP

....Especially if the zoning overlay is used extensively yet appropriately (ie: not in the area where the steel mills are, to use an overexaggerated example). It's use could be quite significant, if combined with redevelopment incentives, a helpful City Hall and so on. KJP

While I would definitely count Buffalo's rail system as a failure, I wouldn't put Houston's in that category since its ridership (33,000 daily) is above projections (as are the car-train accidents!). Nor would I include Atlanta's mARTA system, which carries nearly 250,000 riders per day on 2.5 routes, totalling 48 route miles. Cleveland's doesn't even come close to Houston's or Atlanta's ridership numbers. Miami's downtown people mover carries 18,000 people each day. Plus, Miami has its 22-mile Metrorail route (similar to Cleveland's Red Line) which carries 48,000 people per day, not to mention its Tri-Rail commuter rail service 60 miles north to West Palm Beach with trains every hour and 5,000 riders daily. Cleveland's Red Line carries only 16,000 per day. I guess that puts us in Buffalo's class.... KJP

It was a very interesting and encouraging meeting. This forum's Mr. X also seemed to like what he heard. The short version is, county planning Director Paul Alsenas and former county commissioner Tim McCormack are out pounding the pavement to drum up support for a realigned Inner Belt that would shrink the Central Interchange, open up nearly 120 acres to core-city development, eliminate the physical barriers between downtown and Quadrangle areas, build a single, iconic bridge over the Cuyahoga Valley and make a statement about how we Clevelanders feel about the future of our fair city. Senator Voinovich was able to secure $105 million in order to build the iconic bridge, and will be in addition to $700 million ODOT already has in hand for the entire Inner Belt reconstruction. Earlier today, the Cuyahoga County Mayors and Managers Association endorsed the proposal and the county commissioners are expected to follow (some very positive comments by commission president Tim Hagan were made). Alsenas noted that developers are very excited about opening up the Central Interchange to redevelopment, availing an area that is equivalent to 10 Public Squares. Next stop is to get the endorsement of Cleveland's mayor and City Council. That's going to be the big one, which ODOT is required to honor. KJP

The insult was in response to one directed at me, that only people who support expanded rail service do so only because they are "train enthusiasts." I would have hoped by now that you would see that my interest is much broader in scope. To say otherwise is a slight of that interest and care which I have come to hold deeply for my city, my state and my country. After 20 years in the field of transportation planning and advocacy, I get very frustrated having to say the same things in response to the same prematurely reached conclusions and misunderstandings. I would rather people ask questions and read about the complex interaction of transportation, land use, environmental and energy issues for a number of years before offering opinions and coming to conclusions. If they don't care enough to take the time to do those things, then why care enough to offer an opinion? Sometimes, the smartest thing someone can say is "I don't know." The smartest thing they can do is keep striving to know. KJP

Please look at market/sales data for various TOD projects nationwide (just a Google click away). I'm disappointed that you tend to offer opinions about things you're not familiar with. But one of the things that makes this such a great and wonderful country is that one need not grasp an issue prior to having and sharing an opinion on it. KJP

The public has gone for it. Haven't they gotten to that part in your urban planning curriculum yet? KJP

That's what I thought, so I'm not sure what tomorrow's meeting will accomplish. But, we'll see what happens. KJP

I know this is short notice, but I just received this.... The Cuyahoga County Commissioners are holding a community forum at 11 a.m. tomorrow (Oct. 27) at the commisioners' office, 1219 Ontario Street, downtown Cleveland. The purpose of the forum is to hear ideas and discussion about an iconic bridge for the Inner Belt. The commissioners' press release says: "Paul Alsenas, director of the County Planning Commission, presented the concept to the Planning Commission, which was received with great enthusiasm. Members of the Planning Commission report that this concept is an exciting and dynamic one that would greatly enhance the face of our core city and will define the face and landscape of downtown Cleveland for generations to come." County Commissioners will hear Alsenas' presentation at 11 a.m. tomorrow, and the public is invited to attend. Tomorrow's meeting will preface a public forum Nov. 17, to be held by the Ohio Department of Transportation at a location to be determined. KJP

Since the newpapers are being distributed to our carriers as I write this, I think it's now safe to report that Sun Newspapers is endorsing Jane Campbell. It's not a loving endorsement, however. For Jackson supporters, please read my message earlier in this string at: http://www.urbanohio.com/forum2/index.php?topic=4040.msg56402#msg56402 KJP

From my experience, what the management of a newspaper feels about a particular candidate doesn't translate into what a reporter writes. I've yet to see this at Sun Newspapers. Besides, all reporters have their own biases, who they like or don't like, and not because of what management says, but because of their own backgrounds. It is up to the reporter to put those biases in his/her back pocket and leave it out of their questions and writing. Some can do it, some can't. Those who can't don't last long in the news biz. For me, I find so many things fascinating and I enjoy learning, it helps me override my biases and treat people equally. Even politicians -- I equally hate them all! :-D KJP

Only if people buy the newspaper rather than read it online! KJP

No, probably not. KJP

I also believe this will happen. Estimated cost for track, signal and bridge improvements is $7 million. That will probably go up, especially if a Tower City station site at the same level as the Rapid tracks is desired. However, at least in the interim, a modest station platform next to the river, near the Cleveland Thermal plant, is envisioned. Steelyard Commons has offered to build a station platform next to its development. I'll have more about this in Thursday's Sun papers. KJP

^Very clever. Actually, all that's being said here about Red Line stations being limited to two cars isn't correct. And I'm not just talking about the old stations. RTA occasionally runs three-car Red Line trains -- most recently during the International Children's Games, and I remember riding them during the city's bicentennial. Of course, before 1990, they ran 3-car trains all the time. Granted, there are signs posted trackside for Rapid operators to spot their trains at the platforms based on whether they are operating a one- or two-car train. There is no sign marked for a three-car train. But that doesn't mean the platforms aren't long enough to handle longer trains. If rail ridership got up above 30,000 or 40,000 per day, then I think RTA and community leaders will take note. But, to reach those levels, the ridership-generation capacity of areas surrounding rail stations will have to be expanded a great deal. And I'm not talking about adding parking spaces, which will produce only two Rapid trips per day (one to work and the other one home). If residential, retail/restaurant, office, live-work, schools, hotels, theaters, etc. etc. are built in tight, walkable clusters around each and every rail station, then you will one person making multiple trips on the Rapid each day -- to work, to get groceries, to visit a bank, to have dinner, to watch a show, to head for a night cap, to head home, and so on. Creating a lifestyle around the Rapid will not only boost ridership to where it needs to be, but it will cause officials in other parts of the metro area to say "me too." KJP

One thing to note is that RTA's Red Line cars are much longer than on most other rapid transit systems and seat more people (80 seats per car). In Japan (where the Red Line Tokyu cars were made), they are used for regional, commuter-type service, extending farther out, beyond the subways. Chicago's El, for example, uses shorter rail cars that have 39 seats per car. Chicago's cars do have more room for standees, and the broader floor space enables faster boarding/deboarding of passengers, reducing the time that trains stay stopped at stations. But when you see a two-car RTA Red Line train, it's very comparable to a four-car CTA El train. Granted, CTA often uses 6-, 8-, 10-car trains during rush hours on its busiest lines. But trains on its other lines, like the Ravenswood (Brown Line) or the Midway (Orange Line), often do not exceed four cars. Someday, when RTA replaces its rail fleet, hopefully with new, shorter LRVs (like the Shaker lines), the Red Line trains will look more impressively long. But size isn't everything... KJP

An update.... KJP ________________ Tuesday, Oct. 18, 2005 Today’s RTA Board meeting action CLEVELAND – Here are the highlights of today’s meeting of the Board of Trustees of the Greater Cleveland Regional Transit Authority (RTA). ON TRACK: The Board passed a resolution supporting the proposed 8-mile extension of the Cuyahoga Valley Scenic Railroad from Independence to downtown Cleveland. The 26 miles of track now runs from Independence to Akron and Canton, through the Cuyahoga Valley National Park. It is a private-sector, volunteer-supported, non-profit corporation, with more than 100,000 riders annually. Board members promised to work with federal, state and local groups to advance the project.

More good news from RTA... RIDERSHIP: The Board learned that ridership in September was up 2.6 percent over last year. Rapid Transit ridership was up 8.4 percent, including 11.9 percent on the Red Line. Year-to-date, systemwide ridership is up 3.9 percent, and Red Line ridership is up 8.9 percent. And.... See the press release below about Red Line schedule changes. From what I can tell from the new timetable, there have been only slight adjustments during peak travel times, and midday schedules have been speeded up by a minute over the 18-mile Red Line route. With Red Line ridership 10 percent higher than last year, the only way I can see how this faster trip possible is to keep more stations staffed during midday hours. I've noticed midday trains stopping for long periods of time at some stations (especially West 117th) while the larger groups of passengers pay their fares aboard the train. KJP _______________ RTA News Tuesday, Oct. 18, 2005 All RTA rail schedules change Sunday, Oct. 30 CLEVELAND – All rail schedules for the Greater Cleveland Regional Transit Authority (RTA) will change on Sunday, Oct. 30. The new schedules are part of RTA’s on-going efforts to improve reliability and on-time performance. The new schedules will help to handle increased rail ridership. The hours of service operation will not change. Frequency will continue to be 7-15 minutes during rush hour and 15-30 minutes during off-peak times. New timetables will be available soon. To obtain a new schedule, go to: > RTA’s Customer Service Center at the Tower City Station. Representatives will be there from 7 a.m.-6 p.m. Monday-Friday and the timetable display is open at all hours. > RTA’s Main Office, 1240 W. Sixth St. > www.rideRTA.com To receive a timetable by mail, call the RTAnswerline, 216-621-9500, from 6:30 a.m.-6:30 p.m. Monday-Friday, and 8 a.m.-4:30 p.m. Saturday. For more information, call the RTAnswerline, 216-621-9500.