^Thanks for the update... Do you know why the Blue and Green Lines were closed this past weekend?  I didn't see any reason given by RTA (so what else is new?).

 

RTA posted on twitter and on their website they were doing a track and bridge project:

 

http://www.riderta.com/service-alerts/construction-work

 

I saw the word 'construction' in the heading but I didn't see a specific bridge or track work cited.

deleted duplicate post

Is the new Brookpark station open yet? I haven't taken the red line in a few months.

Yes, and the parking has moved back from the west side to the east side of the station again.

Is the new Brookpark station open yet? I haven't taken the red line in a few months.

 

The new E 34 St station broke ground today. There's no Plain Dealer story on it to link to, so here's RTA's tweet:

^I definitely agree with Tom Horsman's comments that more consideration should have been given to relocating E.34 from its no-man's location.  It at least should have been at E. 30th so Tri-C students just had to walk a straight line a couple blocks under the I-77 bridge.

^^ ... wait, are you Tom?

Thomas Philomethian Horsman II?

Yeah, it really is no-mans land. I don't know how I feel about this. I'm happy to see investment in a Rapid station - I know it's a big improvement from what it was before - that jenky wood platform but to call it a campus station is so incredibly misleading. Not knowing any better, I took the rapid one time from Shaker Square to this station to meet my girlfriend at CSU after her classes would have ended. I assumed it would be fairly close to Euclid/Chester near E. 22nd-ish. I left the platform and wandered for probably around 20 minutes before reaching that area; thankfully I managed to go in the right direction the whole time. It's so desolate around there. There's nothing except a jail or prison or whatever that is. That station seems pretty much pointless unless there are plans to redevelop the area, which would be fantastic. I used to take the Blue Line downtown every day last summer to Tower City and I don't remember anyone boarding or getting off on that station.

What's the history of that station? I just can't imagine it ever being very useful, honestly. There's no density and it's surrounded by very undesirable land uses. It's the equivalent of having a train station on Jackson Pike on the S. side of Columbus where the dump and county correctional facility is. It just doesn't make sense. I hope they're re-doing e. 79th St. station and giving it a lot of love. That at least has a decent amount of traffic and housing/jobs nearby. We need to look at these stations as an asset and an amenity for future, nearby development.

It's always seemed like a pointless station to me.  I am assuming that there may have been some industrial uses with a lot of employment near the stop.  KJP probably has some insight on this.

^^ ... wait, are you Tom?

 

Doh!

It's always seemed like a pointless station to me.  I am assuming that there may have been some industrial uses with a lot of employment near the stop.  KJP probably has some insight on this.

 

You mean the first and ultimately largest oil refinery in Standard Oil's empire on one side of the Kingsbury Viaduct (East 34th) station and the Northern Ohio Food Terminal on the other? That was the case when this station was first built in 1930, after the Shaker Rapids were given a grade-separated, high-speed route into the new station on Public Square, Cleveland Union Terminal and its afterthought tower. From 1920-1930, the Shaker Rapids climbed a ramp that will be incorporated into the new station's design, and eliminate the need for constructing (and maintaining) an elevator to connect track level with street level. During the 1920s, a westbound Shaker Rapid approaching the old Kingsbury Viaduct of old Pittsburg (yup, no "h") Avenue, veered to the right and climbed the two-track ramp up to street level, then taking Pittsburg, Broadway and Ontario into downtown. Eastbound the routing was reversed. From 1913 to 1920, a Shaker Rapid traveled Cleveland Railway Co. streetcar tracks all the way from Shaker Heights, via Coventry, Fairmount, Cedar Hill, and Euclid into downtown.

 

When the CTS Rapid began using the Shaker Rapid tracks into Union Terminal, the Kingsbury Viaduct station got more use. CTS was pretty good at coordinating buses to overcome the CTS Rapid's poor/cheap right of way that missed most traffic generators. After Tri-C and Fenn College/CSU grew in the 1960s, one of those connecting buses was a dedicated loop bus between the two college campuses, St. Vincent Charity Hospital and the Kingsbury Viaduct station, now called Campus Station. Later, the downtown loop bus routes were either terminated or converted into RTA's downtown trolleys that are sponsored by downtown interests. Without the loop bus serving the Campus Station anymore, it probably seemed disingenuous to call it that. I don't remember when the loop bus stopped serving this station, but I believe it's been since the at least the early 1990s. The nearby Main Post Office with its 1,000+ jobs kept the station somewhat busy, but cutbacks at the post office have reduced ridership at this station to a trickle.

 

I hope that the Campus District stakeholders will sponsor having the Downtown Trolley that now ends at the STJ Transit Center at Prospect and East 22nd be extended to the East 34th Station. That will give RTA rail riders a dedicated connection to Tri-C and CSU again, as well as to the east end of downtown that's very time-consuming to reach by the Rapid from the eastern suburbs.

Fascinating info :)

^^If you see any main street with a grassy boulevard when traveling around Shaker and Cleveland Heights today, chances are it was built for and hosted streetcar and/or Rapid tracks originally as KJP notes.

I believe the Shaker Rapid was originally intended to go all the way down Gates Mills Blvd. with a turnaround at the oval.

Looks like RTA has, for the umpteenth time, changed the track-switching technology at Shaker Square, which is not a welcome change.  KJP would know better than me, but it seemed like, until recently, RTA was utilizing tower communications to switch trains btw the Green and Blue Lines... This was attractive, because train drivers would simply look at the track-side signal and cruise onto the particular branch without stopping... Now RTA's stuck a big ol' yellow traffic signal at the junction that sits in the red position and has to be switched manually by the driver which must slowly pull up to a button, open his/her window, reach out and push the button for the correct rail branch, close the window and proceed on... This was the system that was in place before the (seemingly) tower controlled system recently used.  I wonder why.

 

With the extreme slowness of trains in recent years due to the car-friendly traffic signal re-programming (nowadays after discharging S. Square passengers eastbound, trains now always must sit for well over a minute after being caught by a red traffic signal),  the last thing we needed was this archaic, back to the future push-button switching system which slows trains even more... I guess we should be grateful RTA doesn't go back to the really old system of the 1980s when drivers had to stop, open the door and leave the train to manually throw the switch to either the Blue or Green Line themselves.

I believe the Shaker Rapid was originally intended to go all the way down Gates Mills Blvd. with a turnaround at the oval.

 

Correctamundo!

The Shaker Square junction has never been interlocked into the dispatch control tower at Central Rail, unlike the East 55th Street Junction between the Red Line and Shaker lines. The Shaker Square junction was modified in 2015 by local signal technicians to be an automatic switch that alternated between Blue and Green Line route alignments.

 

A few weeks ago there was a near-miss between two trains at the junction. The near-miss occurred because after 9:00 pm the Green Line ends service and all trains take the Blue Line. A new operator didn't realize the eastbound route was set for Shaker Blvd and not Van Aken because during the earlier part of her run, routes were automatically set. She quickly realized the train went the wrong way. However, a westbound Blue Line train approached the junction thinking the scheduled Blue Line train would be turning eastbound onto Van Aken when it left Drexmore. Oops, the WB train had to stop for the misaligned Blue Line train that was stopped across the EB Green Line diamond.

 

So, now RTA has removed the automatic feature and the junction has returned to manual push button control. The new signal indicates red to stop until the push button aligns the switches. Aspects indicate green or blue depending on route. This is still a line of sight segment with block signal protection. The junction can be modernized and interlocked. But RTA does not have $1 million to do it.

Regarding the traffic lights, isn't there a system that would prioritize the train passage?  Much like the ones that allow emergency vehicles to take over lights when passing through an intersection? 

Regarding the traffic lights, isn't there a system that would prioritize the train passage?  Much like the ones that allow emergency vehicles to take over lights when passing through an intersection? 

 

Yes, and it's a common system elsewhere that, if applied here, would allow the two Shaker rapid transit lines to significantly reduce trip times (and thus save RTA money upwards of $133 per vehicle revenue-hour). How much money? In 2012, All Aboard Ohio did a study of the 10 busiest bus routes and the two Shaker Heights rail lines to determine how time could be saved by installing signal prioritization for transit vehicles along their routes. This was our findings:

 

67A (Green) -- 12 minutes of delay, comprising 24% of overall schedule trip time

67B (Blue) -- 12 minutes of delay, comprising 23% of overall scheduled trip time

 

FYI -- 3 minutes of that delay involves getting through Shaker Square and most of that involves the traffic lights, not the track junction.

 

RTA runs 190 Blue and Green line trains each weekday and 150 each weekend day/holiday, or about 1,250 per week, or 64,760 per year (including the six federal holidays).

 

64,760 x 12 minutes equals 777,120 minutes, or 12,952 hours of time saved by not having to wait at traffic lights.

 

The Green/Blue lines cost about $220 per vehicle revenue-hour to operate.

 

12,952 hours x $220 = $2.85 million saved per year.

 

Now, here's the political problem. In the past, Shaker Heights officials have said they don't want the trains to go through intersections without stopping. And considering the recent rise in the number of car-train "conflicts" (er, collisions) in Shaker Heights, RTA probably doesn't want signal prioritization either.

 

So to me, the solution to address the increase in car-train conflicts and save RTA money and thus saving RTA customers time (and possibly, actually making transit more attractive to use!) is this:

 

Flashers and gates (and use the soft, electronic warning bells used on gates along the NS rail in Lakewood!)

 

 

Cost of these is about $250,000 for one pair of flashers/gates, or $500,000 for two pairs of flashers/gates that completely close the crossing (like at St. Clair shown above).

 

By my count, there are 21 at-grade street crossings in Shaker Heights and Cleveland. Including design and contingencies, that's about $6 million if each crossing had one pair of flashers/gates or $11 million if full-closure gates were installed at all crossings. Add in another $1 million to remote control the Shaker Square junction via the dispatcher.

 

So that's

 

+ $7 million for basic flashers/gates + dispatcher control of Shaker Square junction

+ $12 million for full-closure flashers/gates + dispatcher control of Shaker Square junction

 

And RTA gets to save about $2.85 million per year in operating costs while Shaker Heights/Shaker Square get safer communities. Maybe RTA and/or NOACA could get a CMAQ grant or a TIFIA loan?

Good luck getting buy-in from the homeowners along Van Aken and Shaker as they hear those bells every time a train passes the nearby or adjacent intersection.

Good luck getting buy-in from the homeowners along Van Aken and Shaker as they hear those bells every time a train passes the nearby or adjacent intersection.

 

I live in Lakewood, 10 houses from the tracks and five floors up so I have a line of sight (and sound) of the Beach Avenue crossing and I can't hear the soft, electronic crossing chimes.

 

And not all crossing flashers/gates have bells.....

 

 

 

Others are pretty quiet electronic chimes like the ones in Lakewood...

 

Ok, I was basing my opinion on my experience with the St. Clair crossing pictured above.  Fairly ear-piercing when it goes off.

Ok, I was basing my opinion on my experience with the St. Clair crossing pictured above.  Fairly ear-piercing when it goes off.

 

So is the one at Main Avenue. Frankly, it doesn't need to make any sound at all.

Outside of Shaker Square, I think the light rail lines have only one crossing (the Green Line crossing West Park) that doesn't have an upstream station. So busy trains are stopping at every intersection anyway, even if they have a green light when they approach the crossing. I suppose all the stations could be rebuilt to be like the Health Line, which has downstream stations, to take advantage of signal priority, but that would obviously add a ton more to the cost.

 

[typo- omitted word]

^^Having grown up in Shaker, I know they would seriously object to RR crossing-type signals with the crossbucks, warning lights and gates like the WFL uses in the Flats (pictured) where, as you note the soft warning bells are used.  That ain't happenin' in Shaker.  Apparently back during WWII when the CTS Rapid (today's Red Line) was being planned, there was some talk of unifying rail vehicles on all the lines, meaning Shaker Heights could have hosted those original old CTS Bluebird trains -- but Shaker officials objected to raised platforms throughout the City -- they've always wanted to steer away from having any railroad-y aspects for the Shaker Rapid.

 

But as for the warning bells, I don't know what's louder, the "soft" bells or the streetcar bells (along with the high-pitched horns) LRT drivers use along Shaker and Van Aken all the time; oftentimes at night and to great excess.  But I can't understand why some sort of compromise can't be made.  Even without the RR protection equipment, the traffic lights can still be tripped to favor rail cars, but the Rapids would be required to slow down to, say, 5-10 mph through all intersections... Sadly these days, it seems that, even though Shaker officials still tout the Rapid as an asset, they don't seem to really care much about it in practice especially with fewer residents working downtown who rely upon the trains (have you seen the open cut along Van Aken around Lee Road lately?  It has that unkempt Amazon jungle look of cut along Shaker Blvd in Cleveland west of Shaker Square-- we've complained to city officials about this and only gotten lip service-- you'd have never seen this in the Shaker Hts of even 20 years ago) .  It seems rail transit has few political friends anywhere in Greater Cleveland these days ... especially not the transit chief himself, which is bizarre and only could happen in Cleveland...

Outside of Shaker Square, I think the light rail lines have only crossing (the Green Line crossing West Park) that doesn't have an upstream station. So busy trains are stopping at every intersection anyway, even if they have a green light when they approach the crossing. I suppose all the stations could be rebuilt to be like the Health Line, which has downstream stations, to take advantage of signal priority, but that would obviously add a ton more to the cost.

 

Because of the location of station platforms, the trains are actually having to stop twice -- once for the traffic and twice for the station. Would it be cheaper to relocate the platform (maybe, if they're having to rebuild them to comply with ADA) or to install flashers and gates.

 

RTA and city officials don't seem concerned about the trains' slow travel time from Shaker Square eastward for different reasons. But I would hope they would be concerned enough about the rising number of car-train conflicts to pursue a solution that could have other benefits as well.

The Shaker Square junction has never been interlocked into the dispatch control tower at Central Rail, unlike the East 55th Street Junction between the Red Line and Shaker lines. The Shaker Square junction was modified in 2015 by local signal technicians to be an automatic switch that alternated between Blue and Green Line route alignments.

 

A few weeks ago there was a near-miss between two trains at the junction. The near-miss occurred because after 9:00 pm the Green Line ends service and all trains take the Blue Line. A new operator didn't realize the eastbound route was set for Shaker Blvd and not Van Aken because during the earlier part of her run, routes were automatically set. She quickly realized the train went the wrong way. However, a westbound Blue Line train approached the junction thinking the scheduled Blue Line train would be turning eastbound onto Van Aken when it left Drexmore. Oops, the WB train had to stop for the misaligned Blue Line train that was stopped across the EB Green Line diamond.

 

So, now RTA has removed the automatic feature and the junction has returned to manual push button control. The new signal indicates red to stop until the push button aligns the switches. Aspects indicate green or blue depending on route. This is still a line of sight segment with block signal protection. The junction can be modernized and interlocked. But RTA does not have $1 million to do it.

 

So the change in Green Line schedule -- the stopping of runs after 9p, threw off this untrained driver who nearly caused an accident?  Couldn't RTA have trained drivers on the Blue Line after 9p to simply hit the button to override the back-'n forth automatic track switch?  Instead, because of such poor RTA training, better to spend umpteen dollars (probably in the neighborhood of $500K to 41M) to reinstall the slow, inefficient button-pushing system they had in the past... Makes perfect RTA sense.

Because of the location of station platforms, the trains are actually having to stop twice -- once for the traffic and twice for the station. Would it be cheaper to relocate the platform (maybe, if they're having to rebuild them to comply with ADA) or to install flashers and gates.

 

I'm not sure I follow. With only one exception, platforms are always before the light, so the train is never stopping more than once. Sometimes the train doesn't stop at all (if light is green and stop isn't requested), sometimes it's a short stop (passenger board/alight while light is red light), sometimes it's a really long stop (passenger board/alight and then the red light).

Here's something a friend of mine just shared with me...

 

When Shaker Heights modernized its traffic signals with federal CMAQ money

several years ago they insisted on no transit signal priority. We got the no

left turn signals as trains approach instead.

Here's something a friend of mine just shared with me...

 

When Shaker Heights modernized its traffic signals with federal CMAQ money

several years ago they insisted on no transit signal priority. We got the no

left turn signals as trains approach instead.

 

To me that's just crazy.  Here you have a community that was founded on the basis of those trains, and you're going to worry about commuters heading for suburbs further east?  The City of Cleveland should at least push to modernize Shaker Square.  The convenience of the rapid is the best way to make that area marketable to the droves of younger people moving into Ohio City and Detroit Shoreway.

Again, though, signal priority is a little trickier when you have trains stopping at stations located before the light and inconsistent dwell times (sometimes none at all). This is why the Health Line stations were designed in the opposite way from the Blue/Green line stations, with platforms located after the lights.

Good luck getting buy-in from the homeowners along Van Aken and Shaker as they hear those bells every time a train passes the nearby or adjacent intersection.

 

I've never heard bells, particularly. If I have, I just didn't care or enjoyed them. Sounds of the Rapid trains are more soothing than anything else, along those lines. From my experience, the sound isn't a big deal at all. It's actually quite pleasant. It's like white noise from a fan. It's very hard to describe...

 

The only disturbing noise I've heard around there is a weird high-pitched whistle from Shaker Towers, very high up and that seemed to be due to the elevation and wind when I had the windows open 13 stories high staying the night at someone's condo. Not at all due to the Rapid.

Here's something a friend of mine just shared with me...

 

When Shaker Heights modernized its traffic signals with federal CMAQ money

several years ago they insisted on no transit signal priority. We got the no

left turn signals as trains approach instead.

 

To me that's just crazy.  Here you have a community that was founded on the basis of those trains, and you're going to worry about commuters heading for suburbs further east?  The City of Cleveland should at least push to modernize Shaker Square.  The convenience of the rapid is the best way to make that area marketable to the droves of younger people moving into Ohio City and Detroit Shoreway.

 

I tend to agree with you.  But as I noted above, it appears that Shaker's marketing of/care for the Rapid has diminished in recent years so I can see why they (like every other leader in Cleveland) favor the convenience of cars and traffic over the convenience of Rapid riders.  It seems the Shaker leaders' feeling toward the Rapid as an asset isn't what it used to be.  It's unfortunate but whatareyagonnado?

Good luck getting buy-in from the homeowners along Van Aken and Shaker as they hear those bells every time a train passes the nearby or adjacent intersection.

 

Actually the sound of rail car wheels on the rails would likely be louder than the bells of a rail crossing, the former of which can be heard a half mile away if not further.

Those sounds really aren't a big deal at all. I lived less than a block from Shaker Square; I would know. It's definitely not enough to be considered a nuisance. Those very subtle sounds of wheels on rails are soothing and comforting at night when you're going to sleep. I'd actually consider it an amenity. I miss it.

Interesting new map:

 

NOACA approves $15.8 billion plan to improve Northeast Ohio transportation: See the list of projects

 

Updated on June 9, 2017 at 6:18 PM Posted on June 9, 2017 at 5:46 PM

 

http://www.cleveland.com/metro/index.ssf/2017/06/noaca_approves_158_billion_dol.html

Hmmmmm.  Is that really best use of rail expansion?  They r the ones who the studies, not me....but dragging out to Strongsville and Euclid while neglecting our most dense part of town Lakewood seems odd

Im a bit confused by this- what exactly is this?  Just a plan?  Or real money?

Im a bit confused by this- what exactly is this?  Just a plan?  Or real money?

 

It's just a long term plan that's used to focus transportation planning in the region. Lots of rail extensions have been included in previous NOACA plans in the past, but obviously have never come to fruition.

As much as I hate to say this because I'd much rather see Rail expanded through Lakewood, but I see what they're going for. The I71 and I480/422 corridors are heavy on jobs. They are pretty much trying to bring access to these jobs from the city. They are anticipating that by expanding to Strongsville and Solon, you'll get both commuters into and or of the city at both rush hours. Makes sense, but it's undortunate that we have to think this way since the damage is already done and realistically, these companies probably won't be jumping in line to move back into the city

Exactly, YO to the CLE. BTW, check your messages.

As much as I hate to say this because I'd much rather see Rail expanded through Lakewood, but I see what they're going for. The I71 and I480/422 corridors are heavy on jobs. They are pretty much trying to bring access to these jobs from the city. They are anticipating that by expanding to Strongsville and Solon, you'll get both commuters into and or of the city at both rush hours. Makes sense, but it's undortunate that we have to think this way since the damage is already done and realistically, these companies probably won't be jumping in line to move back into the city

 

It makes sense in the access to jobs calculation, but how much will it increase expenses vs. revenues?  In other words, is this a sustainable expansion?

It makes sense in the access to jobs calculation, but how much will it increase expenses vs. revenues?  In other words, is this a sustainable expansion?

 

The Red Line to Euclid is, and the introductory regional commuter rail route (Lorain-downtown Cleveland-Aurora) was too. The Cleveland-Hudson-Akron-Canton route was borderline, so it was going to be pursued in stages, starting with an Akron (Tallmadge Rd) to downtown Cleveland service. The section south of Tallmadge Road into downtown Akron would be very expensive because it required the commuter rail track to cross over the CSX mainline on a long, elevated alignment. That cost and the access to downtown Akron produced a small amount of additional ridership. Any rail extension or expansion project is going to have to include a strong land use component to it in order to generate the kind of ridership necessary to boost its rating and win federal funds. And besides, the biggest reason for pursuing the rail extensions is to link more jobs to job seekers and in a faster manner. Only 10 percent of Greater Cleveland jobs are accessible within a 60 minute transit commute. So if you can put more residents and jobs within walking distance of rail stations, that horrible geographic disconnect of jobs/seekers can be improved. And, who knows, maybe some express buses might well do the job in the interim.

A press release....

 

http://www.riderta.com/news/oct-17-2017-rta-upgrades-lee-shaker-rapid-station

 

Oct. 17, 2017: RTA upgrades Lee-Shaker Rapid Station

Oct 11, 2017

 

CLEVELAND – Officials of the City of Shaker Heights will join the Greater Cleveland Regional Transit Authority (RTA) to cut the ribbon on a $1.7 million upgrade to the Lee-Shaker Rapid Station on the Green Line at 10 a.m., Tuesday, Oct 17.

 

The station is at the intersection of Shaker Boulevard and Lee Road in Shaker Heights.

 

The station serves nearby facilities, including:

 

Shaker Heights Historical Society (link is external)

Beaumont School (link is external)

Shaker Heights High School (link is external)

 

Work by Schirmer Construction of North Olmsted included demolition of the existing station and platform, and the construction of:

 

Waiting platform with tactile surfaces.

Station waiting shelters.

Station lighting.

Signage.

Railings, sidewalks and landscaping.

A new safety security system with cameras and emergency call boxes.

 

A new full-depth track replacement was also installed through the station platform areas. The station is now fully compliant with the Americans with Disabilities Act (ADA).

 

The station remained open during the 11-month construction period. Construction began in October 2016.

 

###

Here comes the big Red Line west-side track replacement project!

 

Temporary schedule (Nov. 5 to Dec. 2): http://www.riderta.com/routes/redline/schedule/replacement

 

West 117-Tower City Track Replacement

Effective: Nov 5, 2017 to Dec 2, 2017

 

Red Line rail service between West 117 and Tower City will be replaced with 66R buses for four weeks from Sunday, November 5 through Saturday, December 2, 2017 due to extensive track work in this area.

 

A total track replacement and reconstruction will take place in the area between West 25 and the end of the S Curve (West 98). When work is completed, multiple slow zones in this area will be eliminated, allowing trains to travel at their normal speeds.

 

During this time, 66R buses will follow a more stream-lined route and will NOT stop at West 65 and West 25 stations. Riders that need to travel to/from these stations should use the #22 Lorain bus.

 

66R buses will not serve these two stations in order to provide a faster route for most riders.

 

Additional trips are being added to #22 Lorain during peak travel periods during this time. Pick up a new #22 timetable for details.

 

Bus stop details:

 

The 66R stop at West Blvd. will be moved OUTSIDE of the bus loop. Riders will catch the 66R on Detroit at the orange 66R bus stop sign.

An additional 66R stop will be added to West 25-Detroit to accommodate transfers in the Ohio City area.

Downtown, riders will board 66R buses behind Tower City on West Prospect-West 3rd.

66R Replacement bus details:

 

+ During rush hour, there will be one bus every four minutes.

+ Mid-day, there will be two buses per train, every 15 minutes.

+ Evenings and weekends, there will be one bus per train, every 15 minutes.

+ Regular Red Line rail service will run between the Airport and W 117, and between Tower City and Windermere. Pick up a new Red Line timetable for details.

 

Keep in mind, 66R buses are always fare-free in order to expedite boarding/alighting.

 

RTA apologizes for the inconvenience as this necessary track work is completed.

 

SOURCE: http://www.riderta.com/service-alerts/west-117-tower-city-track-replacement

Progress update on three Red Line stations.

 

East 34th/Campus station is open to Blue/Green line trains but not yet open for Red Line trains...

 

 

East 105th/Quincy station expansion. The one-car-long platform has been lengthened eastward to underneath East 105th but the headhouse/stairwell/elevator up to 105th isn't yet done because the 105th bridge isn't done. This project is 80% funded by ODOT as part of the Opportunity Corridor project at the urging of All Aboard Ohio and later by RTA. The fence is where the old platform ends and the new portion begins...

 

 

Under East 105th...

 

 

While the University Circle-Cedar station was completed in 2015, the development just west of it continues...

 

 

Little Italy station. This station also was completed in 2015, but work of a different kind is occurring below....

 

 

That work is the reconstruction of the pedestrian underpasses along Mayfield to make them more attractive. Work on the north walkway is done but the south side is continuing. And of course the repaving of Mayfield is making dirty that which was clean only months ago...

 

 

 

 

EDIT -- ah what the heck. Here's one more station photo even though it's not under construction. This is "my" station, at West 117th....

 

@GCRTA

Only a few more days of the Red Line construction project between W. 117 and Puritas. We want to thank you for your patience during the past three weeks. A new Red Line timetable is available online and at Tower City.