I think it's essentially this view, but taken from 15 feet higher: https://www.google.com/maps/@41.499904,-81.60603,3a,75y,248.23h,93.98t/data=!3m4!1e1!3m2!1seIa1XWq4tLQ5xwzywJZGTw!2e0

 

EDIT: never mind, KJP did it faster and better.

 

Yours is correct too. And it offers a good view for the cartographically challenged....

Thanks guys, but in my sick twisted head, I cannot picture that view.  Where was the person who took that picture standing and which direction were they facing?

Thanks guys, but in my sick twisted head, I cannot picture that view.  Where was the person who took that picture standing and which direction were they facing?

 

They were standing on the west side of the railroad bridge over Cedar Glen, next to the Rapid station, looking south/southwesterly. Where the streetcar is looping is where the bus loop is today. In the background, you can see cars going from left-to-right, coming down Fairhill into UC.

 

EDIT: here, I brought the pictures over to this page.....

 

 

This was posted in the Opportunity Corridor thread, but I jazzed up the Fairfax CDC graphic so I could post it here.....

 

 

BTW, the above may not be hard to build. Look at how many foreclosed properties there are, and can be cleared off a bank's rolls -- much to their delight, I'm sure.

 

I posted this on the "Ideas" thread, but it should be posted here too since moving the East 34th station to this site depends on station-area development to make it viable.

 

GCRTA is considering closing and/or possibly relocating the East 34th and East 79th stations (Only E79th Red Line station would be closed/moved). See the Opportunity Corridor thread for where I'd move the East 79th station (it's the same place GCRTA, city, NOACA, FTA et all OK'd moving it to, per the Dual Hub Transitional Analysis).

 

Similarly, the same study recommended moving the East 34th station to the vicinity of East 14th/22nd area. Back then, there was no street grid in that area for supporting station-area development to make that site much more attractive than East 34th. Now, one is emerging -- thanks to the Inner Belt project, of all things! It could be even better if the USPS carrier unit and postal inspector were moved south/east of the current location -- opposite the intersection of East 22nd and Orange Avenue. If East 22nd street were extended south to Broadway and another east-west narrow street were added parallel to and south of Orange Avenue, there would now be a street grid to support a very dense new development with all sorts of uses in that area. And the way the highway ramps are being relocated, there would be little truck activity here. All of it would be focused southeast to ramps at East 30th and northwest to the Ontario/Carnegie area. Very little would remain on Orange Avenue past this site. Oh, and by the way, this would also support an extension of the Waterfront Line/downtown loop using existing bridge structures to create flyovers of the existing RTA main Line so half of the diverging moves could be done without forcing opposing rapid transit trains to sit and wait. But that's not essential to making this concept work. Anyhow, here's my concept.......

 

 

Below is what ODOT is building south of the Inner Belt -- fewer ramps and the beginnings of a street grid. When you drive down the hill of the new Commerical Road/East 9th extension, I think that hillside screams new housing construction more than industrial. The hillside makes it tough to develop anything else except small structures (like townhomes or small apartment blocks) stepping their way up the hillside....

 

 

^ I like your idea for housing on that hillside. And it could be designed to make the river more accessible.

BTW, the above may not be hard to build. Look at how many foreclosed properties there are, and can be cleared off a bank's rolls -- much to their delight, I'm sure.

 

It may be even easier than that.  Superimpose that over all the vacant lots that show up in the satellite image.

 

Seriously, the only part of town with more potential would be the current Lakeview Terrace location, and unfortunately that isn't going to happen.

 

You also might split off one of the Shaker Rapid lines at 116th or so, combine it with a controlled-zone transfer at the 105th station, and terminate it along Cedar somewhere in the 90s.

 

It may be even easier than that.  Superimpose that over all the vacant lots that show up in the satellite image.

 

Yes, but I was curious what's the situation with the remaining houses and it looks like most of the properties are either vacant or in foreclosure. Very few properties aren't in distress. Now I can see why Fairfax wants to clear-cut this area and start over.

 

You also might split off one of the Shaker Rapid lines at 116th or so, combine it with a controlled-zone transfer at the 105th station, and terminate it along Cedar somewhere in the 90s.

 

Several us recently proposed similar ideas. And, actually, I think GCRTA's recommended Blue Line extension option (short extension to new Warrensville intermodal center, overlay of express bus from new park-n-rides to UC) builds up a ridership market and reduces the start-up capital costs of both extending the Blue Line to Harvard/I-271 and redirecting the Blue Line to UC.....

 

 

^It's been mentioned by UOers that new infill stations should be looked into along the Red Line (W. 85, Buckey-Woodland, W. 41/44, to name a few) to build up TOD opportunities in the adjacent communities.  IIRC you responded that in order to get this done, the communities themselves must first approach RTA to in order to get this process started (you'll correct me if I'm wrong)... But first, I'd think RTA would need to have effective education efforts on the concept and benefits of TOD.  Is this happening?  Surprisingly Cleveland City council members seem very quiet about transit and TOD in their communities despite the obvious potential advantages to their constituents.  I'm I wrong about this?  What's the situation regarding this and is anybody working to change/improve this situation: RTA?  community leaders?  the Councilmen/women themselves?

 

Several us recently proposed similar ideas. And, actually, I think GCRTA's recommended Blue Line extension option (short extension to new Warrensville intermodal center, overlay of express bus from new park-n-rides to UC) builds up a ridership market and reduces the start-up capital costs of both extending the Blue Line to Harvard/I-271 and redirecting the Blue Line to UC.....

 

 

I believe I was part of those discussions, but another option might be to hook it into the Red Line at 105th and proceed to the southern edge of Cleveland Clinic along Cedar.  The key would be making the 105th station controlled access with no transfer needed (or extra fare paid) to go between the Red and Blue lines).

TOD projects are actually coming out of the CDCs, which first share the idea with the affected councilperson before seeking funding (usually TLCI $$ from NOACA) to developing a guideplan. Then they submit the plan to the Cleveland Planning Commission to have it incorporated into the citywide development plan and to see any zoning changes or overlay additions necessary to remove governmental barriers to achieving the development vision. I think most of the CDCs are at least aware of TOD while others are actively engaged in planning and construction of it (DCA, OCI, UCI, etc).

 

There will be an opportunity to learn about more it at All Aboard Ohio's next TOD On Tap event in late September. Stay tuned!

TOD projects are actually coming out of the CDCs, which first share the idea with the affected councilperson before seeking funding (usually TLCI $$ from NOACA) to developing a guideplan. Then they submit the plan to the Cleveland Planning Commission to have it incorporated into the citywide development plan and to see any zoning changes or overlay additions necessary to remove governmental barriers to achieving the development vision. I think most of the CDCs are at least aware of TOD while others are actively engaged in planning and construction of it (DCA, OCI, UCI, etc).

 

There will be an opportunity to learn about more it at All Aboard Ohio's next TOD On Tap event in late September. Stay tuned!

 

Thanks... I'll be looking.

Here's the real estate development I've been hearing about at West 117th and Madison. I hope this isn't going to be right at the corner but just a bit north of the existing retail/apartment block along Madison. That block was renovated maybe 10 years ago and is a nice development. The collection of buildings behind it is not.

 

Here's the description.....

 

APFU Apartments is an urban infill development and will consist of up to 56 units reserved for seniors age 55 and older in the Cleveland area located specifically at the corner of West 117th Street and Madison Avenue. 100% of the units will be comprised of one and two bedroom/1 bathroom units in a four story elevator served building. All of the units will offer central air conditioning, window blinds, task lighting, have numerous universal design features, meet visitability standards, and exceed Energy Star ratings. The project will also offer residents such amenities as on-site management, community spaces including a community room with fireplace, multi-purpose room with kitchenette, supportive services and numerous other amenities.

 

http://apfuhousing.com/

 

This list shows all the real estate projects at $10 million or more that were built or announced after 2012 and are within 2,000 feet of rail and/or BRT stations. All are in Cleveland unless otherwise noted, with the nearest rail/BRT transit station(s) identified. They include their developers and are listed from largest to smallest in terms of dollars.

 

Cleveland Lakefront: mixed-use neighborhood; North Coast station, Waterfront Line; Cumberland/Trammel Crow/Bellweather, $700 million.

Global Center for Health Innovation: convention/showrooms; Tower City station, Red/Blue/Green/Waterfront/HealthLine; MMPI & Cuyahoga County, $465 million.

Horseshoe Casino: casino; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Rock Gaming/Caesars, $450 million.

Flats East Bank: mixed-use neighborhood; Flats East station, Waterfront Line; Wolstein/Fairmount, $421 million.

Cleveland Museum of Art: museum expansion; Adelbert station, HealthLine; CMA, $350 million.

The 9: mixed-use towers; East 9th station, HealthLine; Geis, $326 million.

Hilton Hotel: convention-sized hotel; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Hilton/Cuyahoga County: $272 million.

One University Circle: residential tower; Stokes-Stearns station, HealthLine, UC-Cedar station, Red Line; First Interstate/Petros, $130 million.

May Company: apartments; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Landmark RE, $128 million.

FirstEnergy Stadium: modernization; West 3rd station, Waterfront Line; Cleveland Browns, $120 million.

Cleveland Institute of Art: educational; East 115th station, HealthLine & Little Italy station, Red Line; CIA, $119 million.

Intesa: mixed-use neighborhood; East 115th station, HealthLine & Little Italy station, Red Line; Coral/Panzica, $110 million.

Battery Park: mixed-use neighborhood; Edgewater Park station, Gold Line; Vintage, $100 million.

Cleveland Data Center: telecommunications offices; Playhouse Square station, HealthLine; ByteGrid, $100 million.

Upper Chester: mixed-use neighborhood; East 93rd station, HealthLine; Finch, $94 million.

Market District TOD: mixed-use neighborhood; Ohio City station, Red Line; Howard Properties, $90 million.

Medical Education Building: educational; East 93rd station, HealthLine; Cleveland Clinic/CWRU, $80 million.

Pathology and Laboratory Medicine Institute: offices; East 105th station, HealthLine; Cleveland Clinic, $75 million.

Residences at 1717: apartment tower; East 9th station, HealthLine; K&D, $70 million.

Uptown: mixed-use neighborhood; East 115th station, HealthLine & Little Italy station, Red Line; MRN, $66 million.

Residences at 668: apartment building; East 6th station, HealthLine; K&D, $65 million.

Tamar Maltz Performing Arts Center at The Temple-Tifereth Israel: arts complex; East 105th station, HealthLine; CWRU, $64 million.

Van Aken District (Shaker Heights): mixed-use neighborhood; Warrensville station, Blue Line; RMS, $64 million (phase1).

Westin Hotel: hotel; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Westin, $64 million.

Standard Building: apartment tower; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Weston, $60 million.

Le Meridien Cleveland: boutique hotel; East 9th station, HealthLine; JHB Hotel, $55 million.

Langston Apartments: student housing; East 19th & East 24th stations, HealthLine; Buckingham/Polaris/CSU, $54 million.

St. Lukes Manor: senior apartments; East 116th station, Blue/Green lines, Pennrose, $53 million.

1750 Euclid: apartments; East 19th station, HealthLine; Clayco, $50 million.

Ohio City Townhomes: mixed-use neighborhood; Ohio City station, Red Line; Abode, $50 million.

Schofield Building: apartments/Kimpton Hotel; East 9th station, HealthLine; CRM, $50 million.

Tinkham Veale University Center: student center; Adelbert station, HealthLine; CWRU, $50 million.

Center for Innovations in Health Professions: education; East 19th station, HealthLine, CSU, $45 million.

Drury Hotel: renovation of former school district HQ; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Dury Hotels, $40 million.

Calfee Headquarters: office building renovation; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Calfee, $38 million.

Midtown Tech Park: new office buildings; East 66th & East 71st stations, HealthLine, Geis/Hemingway, $37 million.

School of the Arts: municipal school; Stokes-Stearns station, HealthLine, UC-Cedar station, Red Line; CWRU, $36.5 million.

Rock & Roll Hall of Fame & Museum: museum; North Coast station, Waterfront Line; RRHOFM, $35 million.

Garfield Building; apartments; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Millennia, $32 million.

Allen Theater: entertainment; Playhouse Square station, HealthLine; Playhouse Square, $30 million.

Breakwater Bluffs: mixed-use neighborhood; Edgewater Park station, Gold Line; NRP Group, $30 million (Phase1).

Think[box]: technology incubator; Stokes-Stearns station, HealthLine, UC-Cedar station, Red Line; CWRU, $30 million.

Worthington Building: apartments; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Dalad Group, $30 million.

Museum of Contemporary Art: Uptown museum; East 115th station, HealthLine & Little Italy station, Red Line; MOCA, $27 million.

Courtyard By Marriott: Uptown hotel; East 115th station, HealthLine & Little Italy station, Red Line; Marriott, $27 million.

Hanna Annex: apartments; Playhouse Square station, HealthLine; K&D, $24 million.

Amtrust Financial: office tower renovation; East 9th station, HealthLine; Amtrust, $20 million.

Residences at PlayhouseSquare: apartments; Playhouse Square station, HealthLine; Slyman Group, $16 million.

Lincoln Building: mixed use; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Breen, $15 million.

27 Coltman Townhomes: townhouses; East 115th station, HealthLine & Little Italy station, Red Line; Abode, $11 million.

Giant Eagle Market District/Brickhaus: mixed use; West 117th station, Gold Line; Abode/Carnegie, $11 million.

Hazel 8: apartment complex; East 115th station, HealthLine & Little Italy station, Red Line; WXZ, $10.5 million.

APFU Apartments: senior housing; West 117th station, Red Line; NRP Group, $10 million.

Shoreway Lofts: apartments; Edgewater Park station, Gold Line; Catanzarite, $10 million.

 

$5.483 billion total real estate investments opened/announced since 2012 within 2,000 feet of Cleveland rail/BRT stations!

 

Many smaller, infill-type developments were not included as they are too small and too numerous to track/count. So we could be talking about a total above $5.5 billion.

I posted this on the "Ideas" thread, but it should be posted here too since moving the East 34th station to this site depends on station-area development to make it viable.

 

GCRTA is considering closing and/or possibly relocating the East 34th and East 79th stations (Only E79th Red Line station would be closed/moved). See the Opportunity Corridor thread for where I'd move the East 79th station (it's the same place GCRTA, city, NOACA, FTA et all OK'd moving it to, per the Dual Hub Transitional Analysis).

 

Similarly, the same study recommended moving the East 34th station to the vicinity of East 14th/22nd area. Back then, there was no street grid in that area for supporting station-area development to make that site much more attractive than East 34th. Now, one is emerging -- thanks to the Inner Belt project, of all things! It could be even better if the USPS carrier unit and postal inspector were moved south/east of the current location -- opposite the intersection of East 22nd and Orange Avenue. If East 22nd street were extended south to Broadway and another east-west narrow street were added parallel to and south of Orange Avenue, there would now be a street grid to support a very dense new development with all sorts of uses in that area. And the way the highway ramps are being relocated, there would be little truck activity here. All of it would be focused southeast to ramps at East 30th and northwest to the Ontario/Carnegie area. Very little would remain on Orange Avenue past this site. Oh, and by the way, this would also support an extension of the Waterfront Line/downtown loop using existing bridge structures to create flyovers of the existing RTA main Line so half of the diverging moves could be done without forcing opposing rapid transit trains to sit and wait. But that's not essential to making this concept work. Anyhow, here's my concept.......

 

 

Below is what ODOT is building south of the Inner Belt -- fewer ramps and the beginnings of a street grid. When you drive down the hill of the new Commerical Road/East 9th extension, I think that hillside screams new housing construction more than industrial. The hillside makes it tough to develop anything else except small structures (like townhomes or small apartment blocks) stepping their way up the hillside....

 

 

I don't think building housing. South of the innerbelt will ever be a good idea, the area is and will continue to become a car oriented area with wide roads with fast traffic, and is a good 10-15minute walk from where all of the residential amenities that people need to live, and you can't say that access to transit is enough to compensate for the isolation of that area, because it isn't.

 

That area should remain industrial, and we should be more focused on redevelop the acres of parking lots within the CBD, the flats and the lakefront b before thinking of developing this area.

We should do what the market demands.

 

EDIT: So how about that list of station-area developments? Pretty amazing when you see it all in one place. And I've still forgotten a few like 1220 Huron or the Le Meridian which I'm sure are $10+ million projects. All these should provide new ridership to the Rapid system and make it easier for Clevelanders wanting to enjoy a low-mileage lifestyle to reach most of their destinations using the rail/BRT system.

Here's the real estate development I've been hearing about at West 117th and Madison. I hope this isn't going to be right at the corner but just a bit north of the existing retail/apartment block along Madison. That block was renovated maybe 10 years ago and is a nice development. The collection of buildings behind it is not.

 

Here's the description.....

 

APFU Apartments is an urban infill development and will consist of up to 56 units reserved for seniors age 55 and older in the Cleveland area located specifically at the corner of West 117th Street and Madison Avenue. 100% of the units will be comprised of one and two bedroom/1 bathroom units in a four story elevator served building. All of the units will offer central air conditioning, window blinds, task lighting, have numerous universal design features, meet visitability standards, and exceed Energy Star ratings. The project will also offer residents such amenities as on-site management, community spaces including a community room with fireplace, multi-purpose room with kitchenette, supportive services and numerous other amenities.

 

http://apfuhousing.com/

 

 

I hate the way this looks, it's extremely out of character for the area. I get the sinking idea they're tearing down our urban buildings and turning us into Brunswick.

This probably deserves to be over in the Northeast Ohio development projects section so it can get more attention. I will respond to your post there.

We should do what the market demands.

 

EDIT: So how about that list of station-area developments? Pretty amazing when you see it all in one place. And I've still forgotten a few like 1220 Huron or the Le Meridian which I'm sure are $10+ million projects. All these should provide new ridership to the Rapid system and make it easier for Clevelanders wanting to enjoy a low-mileage lifestyle to reach most of their destinations using the rail/BRT system.

 

I think a lot of those projects are a stretch to call TOD. Also, from a quick look through, many should add little to no increase in ridership. The list just basically just includes any development which happened downtown or in University Circle. That doesn't seem honest.

 

Medical Mart as TOD of Tower City station?!

Cleveland Museum of Art Expansion as TOD of Adelbert Station?!

Westin Hotel as TOD of East 6th Street Station?!

 

That just comes off as a joke to me. You might as well include Crocker Park as TOD since its the beginning and end of bus lines and has stations.

We should do what the market demands.

 

EDIT: So how about that list of station-area developments? Pretty amazing when you see it all in one place. And I've still forgotten a few like 1220 Huron or the Le Meridian which I'm sure are $10+ million projects. All these should provide new ridership to the Rapid system and make it easier for Clevelanders wanting to enjoy a low-mileage lifestyle to reach most of their destinations using the rail/BRT system.

 

I think a lot of those projects are a stretch to call TOD. Also, from a quick look through, many should add little to no increase in ridership. The list just basically just includes any development which happened downtown or in University Circle. That doesn't seem honest.

 

Medical Mart as TOD of Tower City station?!

Cleveland Museum of Art Expansion as TOD of Adelbert Station?!

Westin Hotel as TOD of East 6th Street Station?!

 

That just comes off as a joke to me. You might as well include Crocker Park as TOD since its the beginning and end of bus lines and has stations.

 

Re-read his post. He didn't say it was TOD. He used a criteria of 2000 feet  from rail or BRT stations and merely pointed out the projects within those parameters.  These projects are close to transit but that doesn't necessarily make them TOD. And to call the post dishonest seems a bit strange since all these projects are indeed within 2000 feet of rail or BRT stations.

This list shows all the real estate projects at $10 million or more that were built or announced after 2012 and are within 2,000 feet of rail and/or BRT stations. All are in Cleveland unless otherwise noted, with the nearest rail/BRT transit station(s) identified. They include their developers and are listed from largest to smallest in terms of dollars.

 

Cleveland Lakefront: mixed-use neighborhood; North Coast station, Waterfront Line; Cumberland/Trammel Crow/Bellweather, $700 million.

Global Center for Health Innovation: convention/showrooms; Tower City station, Red/Blue/Green/Waterfront/HealthLine; MMPI & Cuyahoga County, $465 million.

Horseshoe Casino: casino; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Rock Gaming/Caesars, $450 million.

Flats East Bank: mixed-use neighborhood; Flats East station, Waterfront Line; Wolstein/Fairmount, $421 million.

Cleveland Museum of Art: museum expansion; Adelbert station, HealthLine; CMA, $350 million.

The 9: mixed-use towers; East 9th station, HealthLine; Geis, $326 million.

Hilton Hotel: convention-sized hotel; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Hilton/Cuyahoga County: $272 million.

One University Circle: residential tower; Stokes-Stearns station, HealthLine, UC-Cedar station, Red Line; First Interstate/Petros, $130 million.

May Company: apartments; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Landmark RE, $128 million.

FirstEnergy Stadium: modernization; West 3rd station, Waterfront Line; Cleveland Browns, $120 million.

Cleveland Institute of Art: educational; East 115th station, HealthLine & Little Italy station, Red Line; CIA, $119 million.

Intesa: mixed-use neighborhood; East 115th station, HealthLine & Little Italy station, Red Line; Coral/Panzica, $110 million.

Battery Park: mixed-use neighborhood; Edgewater Park station, Gold Line; Vintage, $100 million.

Cleveland Data Center: telecommunications offices; Playhouse Square station, HealthLine; ByteGrid, $100 million.

Upper Chester: mixed-use neighborhood; East 93rd station, HealthLine; Finch, $94 million.

Market District TOD: mixed-use neighborhood; Ohio City station, Red Line; Howard Properties, $90 million.

Medical Education Building: educational; East 93rd station, HealthLine; Cleveland Clinic/CWRU, $80 million.

Pathology and Laboratory Medicine Institute: offices; East 105th station, HealthLine; Cleveland Clinic, $75 million.

Residences at 1717: apartment tower; East 9th station, HealthLine; K&D, $70 million.

Uptown: mixed-use neighborhood; East 115th station, HealthLine & Little Italy station, Red Line; MRN, $66 million.

Residences at 668: apartment building; East 6th station, HealthLine; K&D, $65 million.

Tamar Maltz Performing Arts Center at The Temple-Tifereth Israel: arts complex; East 105th station, HealthLine; CWRU, $64 million.

Van Aken District (Shaker Heights): mixed-use neighborhood; Warrensville station, Blue Line; RMS, $64 million (phase1).

Westin Hotel: hotel; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Westin, $64 million.

Standard Building: apartment tower; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Weston, $60 million.

Le Meridien Cleveland: boutique hotel; East 9th station, HealthLine; JHB Hotel, $55 million.

Langston Apartments: student housing; East 19th & East 24th stations, HealthLine; Buckingham/Polaris/CSU, $54 million.

St. Lukes Manor: senior apartments; East 116th station, Blue/Green lines, Pennrose, $53 million.

1750 Euclid: apartments; East 19th station, HealthLine; Clayco, $50 million.

Ohio City Townhomes: mixed-use neighborhood; Ohio City station, Red Line; Abode, $50 million.

Schofield Building: apartments/Kimpton Hotel; East 9th station, HealthLine; CRM, $50 million.

Tinkham Veale University Center: student center; Adelbert station, HealthLine; CWRU, $50 million.

Center for Innovations in Health Professions: education; East 19th station, HealthLine, CSU, $45 million.

Drury Hotel: renovation of former school district HQ; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Dury Hotels, $40 million.

Calfee Headquarters: office building renovation; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Calfee, $38 million.

Midtown Tech Park: new office buildings; East 66th & East 71st stations, HealthLine, Geis/Hemingway, $37 million.

School of the Arts: municipal school; Stokes-Stearns station, HealthLine, UC-Cedar station, Red Line; CWRU, $36.5 million.

Rock & Roll Hall of Fame & Museum: museum; North Coast station, Waterfront Line; RRHOFM, $35 million.

Garfield Building; apartments; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Millennia, $32 million.

Allen Theater: entertainment; Playhouse Square station, HealthLine; Playhouse Square, $30 million.

Breakwater Bluffs: mixed-use neighborhood; Edgewater Park station, Gold Line; NRP Group, $30 million (Phase1).

Think[box]: technology incubator; Stokes-Stearns station, HealthLine, UC-Cedar station, Red Line; CWRU, $30 million.

Worthington Building: apartments; Tower City station, Red/Blue/Green/Waterfront/HealthLine; Dalad Group, $30 million.

Museum of Contemporary Art: Uptown museum; East 115th station, HealthLine & Little Italy station, Red Line; MOCA, $27 million.

Courtyard By Marriott: Uptown hotel; East 115th station, HealthLine & Little Italy station, Red Line; Marriott, $27 million.

Hanna Annex: apartments; Playhouse Square station, HealthLine; K&D, $24 million.

Amtrust Financial: office tower renovation; East 9th station, HealthLine; Amtrust, $20 million.

Residences at PlayhouseSquare: apartments; Playhouse Square station, HealthLine; Slyman Group, $16 million.

Lincoln Building: mixed use; East 6th station, HealthLine & Tower City station, Red/Blue/Green/Waterfront line; Breen, $15 million.

27 Coltman Townhomes: townhouses; East 115th station, HealthLine & Little Italy station, Red Line; Abode, $11 million.

Giant Eagle Market District/Brickhaus: mixed use; West 117th station, Gold Line; Abode/Carnegie, $11 million.

Hazel 8: apartment complex; East 115th station, HealthLine & Little Italy station, Red Line; WXZ, $10.5 million.

APFU Apartments: senior housing; West 117th station, Red Line; NRP Group, $10 million.

Shoreway Lofts: apartments; Edgewater Park station, Gold Line; Catanzarite, $10 million.

 

$5.483 billion total real estate investments opened/announced since 2012 within 2,000 feet of Cleveland rail/BRT stations!

 

Many smaller, infill-type developments were not included as they are too small and too numerous to track/count. So we could be talking about a total above $5.5 billion.

 

 

Maybe these areas should be TIF zones and the money used for yet more transit?

 

^Most of these projects are either tax exempt (non-profit) or tax abated (new residential) as of right, and others, like Flats East Bank, already have a TIF to fund the project itself as part of a negotiated subsidy packages. Unfortunately, not much of a property tax increment going to anyone, let alone transit. 

 

Re-read his post. He didn't say it was TOD. He used a criteria of 2000 feet  from rail or BRT stations and merely pointed out the projects within those parameters.  These projects are close to transit but that doesn't necessarily make them TOD. And to call the post dishonest seems a bit strange since all these projects are indeed within 2000 feet of rail or BRT stations.

 

It's posted in the " Cleveland-Area TOD Discussion" thread though.

It's posted in the " Cleveland-Area TOD Discussion" thread though.

 

I didn't want to start a station-area development thread for this.

 

Actually, I was waiting for the naysayers to say "These developments weren't spurred by transit." To which my response is "I didn't say they were. Some projects' existence or at least their design are definitely influenced by the proximity to transit. But all of them will influence transit use to some degree. And that's what matters most to me."

It's posted in the " Cleveland-Area TOD Discussion" thread though.

 

I didn't want to start a station-area development thread for this.

 

Actually, I was waiting for the naysayers to say "These developments weren't spurred by transit." To which my response is "I didn't say they were. Some projects' existence or at least their design are definitely influenced by the proximity to transit. But all of them will influence transit use to some degree. And that's what matters most to me."

 

The classic example is the 120th station.  That was replying to development, and will likely spur it.  But it's definitely piggybacking on existing  (and unduplicatable) development.

 

The advocates need a success story before there can be be serious discussion of new stations, particularly on the Red Line.  E. 105th has the potential to be that, especially if one of the Shaker lines is routed there. 

The classic example is the 120th station.  That was replying to development, and will likely spur it.  But it's definitely piggybacking on existing  (and unduplicatable) development.

 

Don't you mean Mayfield? East 120th was an original, 1955-built station. And even so, if/when Intesa is built, that is a development in response to the Mayfield station.

 

The advocates need a success story before there can be be serious discussion of new stations, particularly on the Red Line.  E. 105th has the potential to be that, especially if one of the Shaker lines is routed there.

 

The coming developments around the Mayfield, Cedar, Ohio City and Warrensville stations are also in response to the availability of a high-capacity transit line. So was Uptown, BTW.

Lots of embedded links in the source article here:

 

http://allaboardohio.org/2014/08/22/5-5-billion-in-development-built-or-announced-since-2012-wwith-2000-feet-of-cleveland-railbrt-lines/

 

$5.5 billion in development built or announced since 2012 within 2,000 feet of Cleveland rail/BRT lines

For Immediate Release

August 22, 2014

Contact: Ken Prendergast, Executive Director, All Aboard Ohio

(216) 288-4883, @allaboardohio or [email protected]

 

An inventory of real estate development projects in Greater Cleveland measured by the nonprofit educational organization All Aboard Ohio shows that since 2012 more than $5.5 billion worth of investment has been or is being made within 2,000 feet of rail transit or Bus Rapid Transit (BRT) stations. Some of these investments, mostly by the private sector, were attracted or at least physically shaped in terms of their design by the presence of a nearby rail/BRT station. All of the developments will benefit transit users and boost ridership numbers thanks to their proximity to the more than 100 rail/BRT stations of the Greater Cleveland Regional Transit Authority, said Ken Prendergast, Executive Director of All Aboard Ohio which promotes improvements to rail and public transportation in Ohio.

 

A graphics-laden copy of our 2-page inventory is available HERE: http://freepdfhosting.com/3d2bc50e1b.pdf

 

You are invited to learn more about Transit Oriented Development (TOD) happening now in Greater Cleveland, register today ($25 for members, $35 for non-members) for All Aboard Ohio’s Sept. 18 TOD On Tap bar hop by transit, starting at 5 p.m. in the basement Speakeasy of Bar Cento, 1948 W. 25th, Ohio City and ending at the Pearl Of The Orient,  20121 Van Aken Blvd., Shaker Hts. by 8 p.m. Your registration includes food, drinks and a GCRTA Day Pass will be mailed to all who register before Sept. 15. Kindly mail a check (payable to “All Aboard Ohio” with TOD On Tap written in the notation) along with this registration coupon (see lower left). Or to pay by credit card, “click Add To Cart” (below) and then scroll down:

 

$35 per person Non Member (includes membership in All Aboard Ohio);

$25 per person for current MEMBERS of All Aboard Ohio

 

“All major cities in Ohio and across the nation are seeing significant investments in their urban cores, especially around fixed-guideway transit,” Prendergast said. “In fact our real estate inventory may quickly be out of date based on recent news. This is part of a trend that began before the recession when Baby Boomers began retiring and downsizing while Millennials began looking for communities that support low-mileage lifestyles. Miles-driven per capita has declined every year since 2004 and is now at its lowest level since 1996. City populations are rising faster than suburban populations for the first time since the 1920s; this includes Cleveland’s urban core as well.”

 

Factors involved in this tectonic shift are decades of improvements to cities’ infrastructure, amenities and safety, in addition to changes in personal preferences regarding housing and lifestyles, as well as personal incomes failing to keep up with costs of living. We are in the early part of this shift as the Baby Boomers started hitting 65 years old in 2011 and the Millennials are beginning to move out of their parents’ homes. The Baby Boomers and the Millennials are the two largest generations in history.

 

Prendergast noted that Greater Cleveland is the best place in Ohio where a transit-supportive development inventory can be estimated as it is the only metro area in Ohio with rail transit and BRT services. Five rail spokes totaling 39 route-miles fan outward from the Tower City hub in downtown Cleveland. The city also has the 7-mile-long HealthLine BRT that opened in 2008 on the city’s east side and the 4-mile West Shore Express is under construction on Clifton Boulevard on the city’s west side. Some 53,000 riders each weekday ride Cleveland rapid transit lines.

 

Cleveland won’t be Ohio’s only rail/BRT city for long. Two years of construction is halfway done for the modern, 3.6-mile Cincinnati Streetcar route linking downtown and Over-The-Rhine. Real estate investments are now being made along the streetcar’s route. Meanwhile, Columbus is in advanced planning for the 15.6-mile Cleveland Avenue BRT to address standing room-only conditions on buses linking downtown and Polaris Parkway. All Aboard Ohio conducted the inventory of Greater Cleveland’s transit-supportive developments to give a real-world example of why more public investment in higher-level public transportation is needed in cities throughout Ohio.

 

Fixed guideway transit (subways, light-rail, streetcars, BRT etc) attracts real estate investor interest because the guideway and stations cannot be easily moved, unlike bus routes and bus stops. Fixed transit facilities give developers the confidence that the transit service will continue to exist for decades and thus provide a marketable asset, a source of customers and a return on investment for years to come. The presence of fixed guideway transit provides a high volume of potential customers and the opportunity to provide mixed use, density and larger revenue streams. Public transportation can save users more than $10,000 per year, allowing tenants to spend more for better housing, more dining out, entertainment, shopping, education and health care.

 

“While some urban developments would have occurred without transit,” Prendergast added, “the presence of rail and BRT increasingly affects how developments are designed and where they are placed. So instead of putting developments in bunkers with blank walls far from the street behind a sea of parking, Transit-Oriented Development is pedestrian-friendly. It has windows, doors and light along the sidewalk. The first floor often features cafes, retail or other publicly accessible uses, and parking is placed to the side of the building, behind it or in a deck. The benefit is that everyone can safely and comfortably access the building regardless of whether they walk, bike, ride transit or drive there.”

 

END

KJP[/member] I found my way into a paper copy of the All Aboard Ohio periodical last week - very well done!  Thanks for your work.

You know, you could join AAO and get a periodical mailed to you. Just sayin

You know, you could join AAO and get a periodical mailed to you. Just sayin

 

Plus e-mail updates, discounts to events, and action alerts so you can speak up regarding proposed service changes or legislation! And we have a special new-member rate until the end of August....

 

http://allaboardohio.org/join-us/

Ideal route for rail transit? Where density can b built along it. Fairmount Blvd, Cleveland Hts, 1913

http://t.co/zsq7vdewXI

Quoted from the Cleveland Uptown thread....

 

Uptown has received an 2014 TOD Best Practices score from The Institute for Transportation and Development Policy. Now, I just learned about them 5 minutes ago and from what I can tell they are a lobbying group for BRT. But it puts Uptown on the map regarding TOD.

https://www.itdp.org/library/standards-and-guides/transit-oriented-development-are-you-on-the-map/best-practices/

Station-area development by NRP Group at the West 117th station in Cleveland. Photos of demolitions posted at:

 

http://www.urbanohio.com/forum2/index.php/topic,925.msg766493.html#msg766493

 

This is the site overview:

^Progress!!

To be decided tomorrow....

 

Pg 5 - 117 at

http://www.noaca.org/Modules/ShowDocument.aspx?documentid=10415

 

NORTHEAST OHIO AREAWIDE COORDINATING AGENCY

MEMORANDUM

TO: NOACA Board of Directors

FROM: Grace Gallucci, Executive Director

DATE: September 3, 2015

RE: Resolution No. 2015-046 – Transport Oriented Development Scorecard

(TOD) Consultant Contract Award

ACTION REQUESTED

The Board of Directors is asked to adopt Resolution No. 2015-046, which awards the consultant

contract to develop NOACA’s Regional Transit Oriented Development (TOD) Scorecard and

Implementation Plan to AECOM, at a price not to exceed $249,321. The project cost proposals

received ranged from $183,200 to $299,754. The Finance and Audit Committee recommends

this action.

BACKGROUND/JUSTIFICATION FOR CURRENT ACTION

In March 2015, the NOACA Board of Directors passed Resolution 2015-020, which approved the

Overall Work Program and budget for fiscal year 2016. The resolution highlighted several

emphasis areas, one of which was developing a Transit-Oriented Development (TOD) Scorecard

and Implementation plan.

TOD focuses growth around transit stations to promote ridership, housing near transit, revitalized

downtown centers and neighborhoods, and to encourage local economic development. The goal

of a TOD is to bring together people, jobs and services in a way that makes it more efficient, safe,

and convenient to travel on foot or by bicycle, transit or car. The plan will develop a TOD

scorecard and typologies, design a regional TOD program, and develop an Age in Place Strategy

to enhance the mobility of older adults. This project will also develop an implementation plan for

one to two rail stations, transit centers, or priority bus corridors that the plan identifies.

NOACA originally issued a request for proposals on May 1, 2015 seeking qualified persons or

firms to contract for consulting services to develop a transit oriented scorecard and

implementation plan. Responses were due June 4, 2015. Seven proposals were received, which

ranged in cost from $182,000 to $327,477.

After carefully reviewing the wide range of responses to the initial RFP for a TOD Scorecard and

Implementation plan, executive staff determined that the scope of the plan and consultant

selection procedures required additional clarification and canceled the RFP dated 05-01-15. Staff

then worked to revise and clarify the plan scope and consultant selection procedures. The RFP

was re-issued on Friday July 24th, 2015 with responses due August 14, 2015.

 

Six proposals were received and a nine member selection team was formed to review, evaluate

and score those proposals. Five team members were internal to NOACA, and four team members

were external. The team determined AECOM was the most qualified and cost effective firm to

develop the Transit Oriented Development Plan.

FINANCIAL IMPACT

The financial impact to NOACA would be $199,321 which is included in the fiscal year 2016

budget and OWP. Local partners have raised $50,000 to contribute to this project, therefore the

total budget for the project is not to exceed $249,321.

CONCLUSION/NEXT STEPS

Upon Board approval the Executive Director will negotiate and execute a contract with the firm of

AECOM to complete the TOD Scorecard and Implementation Plan. The work is expected to be

performed over the course of 18 to 24 months.

GG/sm/2854b

This is advertising content, but I was impressed that transit is being used in marketing pieces in Cleveland.

 

Cleveland Businesses Take Root Near Transit Lines, Attracting More Customers

 

http://www.cleveland.com/sponsor-content/?scid=109010&prx_t=G-kBAp2EEAlc0LA

^I noticed this the other day.  Definitely a step in the right direction.

I don't know if this is a new position. I've never heard of it before but that may not mean anything...

 

GCRTA NOW HIRING: PROPERTY MANAGER https://t.co/U6NIT4Qnda

If GCRTA rail lines can't be extended to reach sources of ridership like Beachwood Place or the Harvard/I-271 area, then it's time to bring ridership sources to the existing rail system. Indeed, this is happening with the Van Aken District at the end of the Blue Line. But the Blue Line is already the most-used of the two Shaker LRT lines. The Green Line needs an infusion of ridership, and two of its outer stations need strong ridership anchors for developing usage in both directions and at all hours of current rail operations (4am-midnight).

 

So I developed land-use plans for the Green Line's Warrensville and Green Road stations.

 

First, here's the plan for a Warrensville station-area development which I rename as "College Station" -- a mixed-use district to play off of the proximity of John Carroll University. It's a commuter school, but it is also a talent pool. And employers like to be near talent pools. This station is just a short bike ride or a healthy walk (three quarters of a mile) from the front door of the main building at JCU. This station-area development feature residential, offices, hotel/conference center, and neighborhood retail. Its jobs and housing would be accessible by the Green Line Rapid and the #41 bus route that runs 24-hours a day, seven days a week on Warrensville Road.

 

Despite the high-capacity transit, this station-area is low-density -- almost rural. It's lack of ridership generators within a short walk is a big reason why the Green Line's ridership is one of the worst in the nation for a light-rail line. And that lack of ridership generators is readily apparent in these existing views...

 

shaker-warr-tod-existing by Ken Prendergast, on Flickr

 

shaker-green-tod-existing by Ken Prendergast, on Flickr

 

Shaker EB approaching Warrensville, Oct. 2014

Shaker-Warrensville-Oct2014-EB by Ken Prendergast, on Flickr

 

Green Road, looking east to GCRTA ROW, Sept. 2015

Green Rd station-Sept2015-3 by Ken Prendergast, on Flickr

 

Density is necessary for transit ridership. And density can be attractive depending on how it is designed. Here are some examples from the Greater Cleveland area....

 

Crocker Park Blvd Oct 2015 by Ken Prendergast, on Flickr

 

Crocker Park streets2 by Ken Prendergast, on Flickr

 

Crocker Park streets1 by Ken Prendergast, on Flickr

 

Crocker Park Townhouses3 by Ken Prendergast, on Flickr

 

Crocker Park Townhouses1 by Ken Prendergast, on Flickr

 

Again the existing....

 

shaker-warr-tod-existing by Ken Prendergast, on Flickr

 

So imagine a type of development similar that shown above that is attractively designed. The development should enhance the value of Shaker Heights' existing housing stock and provides it with a stronger tax base to improve community services. This are my concepts for doing so, while providing a stronger ridership base for the Green Line and capitalizes on the proximity of John Carroll University...

 

shaker-warr-tod-proposed by Ken Prendergast, on Flickr

 

 

And here's a concept for the Green Road stations....

shaker-green-tod-existing by Ken Prendergast, on Flickr

 

shaker-green-tod-proposed by Ken Prendergast, on Flickr

 

 

^ One minor correction, I wouldn't categorize JCU as a commuter school. 60% of the student body lives in the dorms on campus, and many of the remaining 40% live near campus. And 60% of the students don't have a car on campus. So, all the more reason to look at TOD opportunities near JCU

I had no idea it was that much! Thanks!

 

This might also offer JCU some expansion opportunities for some of their curricula and work-study programs. Look at how Kent State has developed outside of its traditional campus into an walkable/downtown-like setting, including a hotel/conference center that was a bit of an physical outlier just a few years ago, but now the expanding campus is filling in the gap between the old campus and downtown.

Crocker Park is definitely an example of density working well.  Though it should probably be noted that it lacks cultural diversity.  The blending of the two is where the problems typically come from. 

 

^This site straddles two of the wealthiest census tracts in Ohio. I doubt residents would really allow anything to be built on this green space, but if they did, it would likely cater to a far more homogenous clientele than Crocker Park.

 

[Typo]

Crocker Park is definitely an example of density working well.  Though it should probably be noted that it lacks cultural diversity.  The blending of the two is where the problems typically come from. 

 

 

I don't in any way consider Crocker Park successful or a model Greater Cleveland should follow.  Yes, it's better designed than the typical cul de sac + strip shopping.  But CP was carved out of cornfields at the edge of metro area and is auto dependent/transit unfriendly.  It's about the furthest thing from TOD one could imagine... I get KJP's proposal, however, to use CP-type housing at the Warrensville-Shaker Rapid station.  It makes sense because there is plenty of vacant land around the Rapid station from where the Van Sweringens had planned a depressed super highway (out to their planned Shaker Country Estates) 90 years ago.  KJP's plan is both TOD and and within the suburban context of a wealthy neighborhood not far from a substantial residential university with it's on small retail/services district.

 

In the recent past we've gotten it bass-ackwards here in Greater Cleveland building strip and/or big box development along the RAIL Rapid Transit like Chagrin-Lee-Avalon and the W. 117 big boxes and high-density developments like CP away from population centers and transit.  Recent developments like Uptown, Van Aken and Intesa/Centric, though, give me hope that the tide it turning.

Added graphics for the Green Road stations, to my Feb. 3 post.

Crocker Park is definitely an example of density working well.  Though it should probably be noted that it lacks cultural diversity.  The blending of the two is where the problems typically come from. 

 

 

I don't in any way consider Crocker Park successful or a model Greater Cleveland should follow.  Yes, it's better designed than the typical cul de sac + strip shopping.  But CP was carved out of cornfields at the edge of metro area and is auto dependent/transit unfriendly.  It's about the furthest thing from TOD one could imagine... I get KJP's proposal, however, to use CP-type housing at the Warrensville-Shaker Rapid station.  It makes sense because there is plenty of vacant land around the Rapid station from where the Van Sweringens had planned a depressed super highway (out to their planned Shaker Country Estates) 90 years ago.  KJP's plan is both TOD and and within the suburban context of a wealthy neighborhood not far from a substantial residential university with it's on small retail/services district.

 

In the recent past we've gotten it bass-ackwards here in Greater Cleveland building strip and/or big box development along the RAIL Rapid Transit like Chagrin-Lee-Avalon and the W. 117 big boxes and high-density developments like CP away from population centers and transit.  Recent developments like Uptown, Van Aken and Intesa/Centric, though, give me hope that the tide it turning.

 

I liked KJP's plan a lot. Wealthy people aren't going to stop existing, nor are they going to stop wanting lavish abodes. Let's entice those abodes along the rails, and not out in West Geauga or Hudson.

 

I think we all agree that Crocker Park is fine except for its location. So I wouldn't hold its location against it as a model for higher-end development in a better location. :P

Visual progress report on NRP Group's development at West 117th station....

http://www.urbanohio.com/forum2/index.php/topic,925.msg792713.html#msg792713

Crocker Park is definitely an example of density working well.  Though it should probably be noted that it lacks cultural diversity.  The blending of the two is where the problems typically come from. 

 

 

I don't in any way consider Crocker Park successful or a model Greater Cleveland should follow.  Yes, it's better designed than the typical cul de sac + strip shopping.  But CP was carved out of cornfields at the edge of metro area and is auto dependent/transit unfriendly.  It's about the furthest thing from TOD one could imagine... I get KJP's proposal, however, to use CP-type housing at the Warrensville-Shaker Rapid station.  It makes sense because there is plenty of vacant land around the Rapid station from where the Van Sweringens had planned a depressed super highway (out to their planned Shaker Country Estates) 90 years ago.  KJP's plan is both TOD and and within the suburban context of a wealthy neighborhood not far from a substantial residential university with it's on small retail/services district.

 

In the recent past we've gotten it bass-ackwards here in Greater Cleveland building strip and/or big box development along the RAIL Rapid Transit like Chagrin-Lee-Avalon and the W. 117 big boxes and high-density developments like CP away from population centers and transit.  Recent developments like Uptown, Van Aken and Intesa/Centric, though, give me hope that the tide it turning.

 

I liked KJP's plan a lot. Wealthy people aren't going to stop existing, nor are they going to stop wanting lavish abodes. Let's entice those abodes along the rails, and not out in West Geauga or Hudson.

 

I think we all agree that Crocker Park is fine except for its location. So I wouldn't hold its location against it as a model for higher-end development in a better location. :P

 

Wealthy people also aren't going to stop wanting some separation between themselves and those people who have radically different values.  Indeed, people with options prefer that especially where they live.  The location's fine.

Shaker Heights needs more taxpayers who aren't residential. It needs commercial taxpayers, especially those who serve local residents.

Crocker Park is definitely an example of density working well.  Though it should probably be noted that it lacks cultural diversity.  The blending of the two is where the problems typically come from. 

 

 

I don't in any way consider Crocker Park successful or a model Greater Cleveland should follow.  Yes, it's better designed than the typical cul de sac + strip shopping.  But CP was carved out of cornfields at the edge of metro area and is auto dependent/transit unfriendly.  It's about the furthest thing from TOD one could imagine... I get KJP's proposal, however, to use CP-type housing at the Warrensville-Shaker Rapid station.  It makes sense because there is plenty of vacant land around the Rapid station from where the Van Sweringens had planned a depressed super highway (out to their planned Shaker Country Estates) 90 years ago.  KJP's plan is both TOD and and within the suburban context of a wealthy neighborhood not far from a substantial residential university with it's on small retail/services district.

 

In the recent past we've gotten it bass-ackwards here in Greater Cleveland building strip and/or big box development along the RAIL Rapid Transit like Chagrin-Lee-Avalon and the W. 117 big boxes and high-density developments like CP away from population centers and transit.  Recent developments like Uptown, Van Aken and Intesa/Centric, though, give me hope that the tide it turning.

 

I liked KJP's plan a lot. Wealthy people aren't going to stop existing, nor are they going to stop wanting lavish abodes. Let's entice those abodes along the rails, and not out in West Geauga or Hudson.

 

I think we all agree that Crocker Park is fine except for its location. So I wouldn't hold its location against it as a model for higher-end development in a better location. :P

 

Wealthy people also aren't going to stop wanting some separation between themselves and those people who have radically different values.  Indeed, people with options prefer that especially where they live.  The location's fine.

 

I don't know what you mean by "values."  In the so-called Inner Ring suburbs like Shaker and Cleveland Heights, a lot of wealthy families opt to move there to be closer to more urban experiences and people who are different from themselves and their children.  The hallmark of Shaker Heights, especially, is to provide people/families from the middle-income to the wealthy, a community that provides the best of all worlds...  There will always be those folks who believe their ideal is to separate themselves from those who are different by moving way out to the homogeneous ex-urbs often in cookie-cutter McMansions... It's a free country.  But you can't paint all wealthy people, just like you can't paint all of anybody, with such a broad brush.

 

... and btw, I can't kick about the quality of the Crocker Park development.  It's just such a tragedy, and too typical of greater Cleveland, and indeed, Ohio, that such a development was designed without one thought given to transit... In fact, truth be told, there was thought given to transit: that is, Stark and his people wanted to build far away from transit whereby transit, and the people who rely on it, would be irrelevant.