May 7, 201411 yr A call for the Opportunity Corridor to be reevaluated with more transparency and honesty Posted on Tuesday, March 18, 2014 by Chris Stocking I currently live on the east side of Cleveland, and having worked with patients on the east side for years, I have always wondered what it would take to help our struggling communities. I did home care throughout these neighborhoods for a number of years, and the effect of being surrounded by blight constantly grated on me: Why so much vacant space? What would help these neighborhoods? Why is no one investing in these communities? Last summer, as I continued to contemplate these questions in between dodging potholes on East 93rd and East 116th Streets, I heard on the radio that an unexpected source of funding had been found for the “Opportunity Corridor” from Ohio Turnpike funds. John Kasich, Ohio’s governor, was touting the benefits for the Cleveland Clinic and University Hospitals and how it would also “lend hope and economic development to battered neighborhoods.” Meanwhile, business leaders from the Greater Cleveland Partnership that lobbied for the corridor wanted specifics on when funding would be given so that construction could start as soon as possible. I wondered what exactly the corridor was all about, how it would effect residents of the east side, and why business leaders were hastily pushing for construction? Were the problems of Cleveland’s east side really as simple as building a new road? Also, why were business leaders lobbying for the project and more than residents or community development leaders? I never thought the answers would be complicated, but here I am, more than 6 months later, still reading about the issues behind the project. So, being a nearby resident of the Larchmere neighborhood and interacting with residents of these neighborhoods daily while doing home visits, I started to research the project. http://eatrighteous.org/opportunitycorridor/ I was willing to give this project the benefit of the doubt for the expected brownfield cleanup. But after reading this report, I realized I did not really understand what was planned -- I changed my mind, I'm very opposed to the project now. It looks like just a road project, without a lot of benefits. I encourage everyone to read the full report and pass it on. I find it hard to see how ODOT or anyone else can justify the cost of this project.
May 7, 201411 yr What I will say, in opposition to constructing this road, does not have to do at all with the socio-economic debate that lingers over this topic, but rather the functionality of it. At peak hours of the day, the terminus of the OC at Carnegie will be a traffic nightmare. The current configuration of the the trip from I490 to UC allows for meterred traffic flow up E55th and Carnegie by means of traffic signalization creating a much easier commute. All the OC will do is lead to an off-ramp at Carnegie similar to I71 and Route 82 to the nth degree leading people right back to their old commute up 55th to Carnegie. That said, will this lead to sprawal, No. This road does not extend out to the far reaches of the metropolitan area allowing people to move further out. It's a feeder road, simply put. Does this road cut through one of the more blighted areas of greater Cleveland, Yes. Back in the mid 2000's, the Clean Ohio fund granted several million dollars for the remediation of a site near 93rd and Kinsman. Upon receiving NFA from the OEPA, private developers did not come knocking down the door to develop the site. It sat vacant. As will clean properties for most likely years to come. My point, I really do not see developers running to this side of the city in the near future in effort to gentrify neighborhoods. This road may help in terms of gas station and fast food development. I don't see this road really knocking off time for commuters. I do see it sending visitors away from Euclid Avenue however. If it does get constructed, it's a make work project that will have some positives that outweigh the negatives, and vice versa.
May 29, 201411 yr Opportunity Corridor gets federal signoff, clearing way for 3.5-mile boulevard The Federal Highway Administration has given final environmental approval to the Opportunity Corridor, clearing the way for the Ohio Department of Transportation to move forward with the 3.5-mile, $331 million boulevard linking Interstate 490 and University Circle. A 94-page environmental impact statement and "record of decision" on the roadway issued earlier this month authorizes ODOT to proceed with detailed design, land acquisition and construction. The 35-mph, four- to five-lane urban boulevard will stretch from I-490 and East 55th Street east to Chester Avenue and East 105th Streets. After it reaches I-490, people can drive to Interstates 77 and 90 and connect to western and southern suburbs or the airport. The other end is a gateway to University Circle and the eastern suburbs. http://www.cleveland.com/metro/index.ssf/2014/05/opportunity_corridor_gets_fede.html
May 29, 201411 yr Are there at least any bike lanes being incorporated? Extra wide sidewalks marked for bikes. http://media.cleveland.com/plain_dealer_metro/photo/screen-shot-2014-05-28-at-53922-pmpng-b9266a8618bd4947.png
May 29, 201411 yr Opportunity Corridor gets federal signoff, clearing way for 3.5-mile boulevard The Federal Highway Administration has given final environmental approval to the Opportunity Corridor, clearing the way for the Ohio Department of Transportation to move forward with the 3.5-mile, $331 million boulevard linking Interstate 490 and University Circle. A 94-page environmental impact statement and "record of decision" on the roadway issued earlier this month authorizes ODOT to proceed with detailed design, land acquisition and construction. The 35-mph, four- to five-lane urban boulevard will stretch from I-490 and East 55th Street east to Chester Avenue and East 105th Streets. After it reaches I-490, people can drive to Interstates 77 and 90 and connect to western and southern suburbs or the airport. The other end is a gateway to University Circle and the eastern suburbs. http://www.cleveland.com/metro/index.ssf/2014/05/opportunity_corridor_gets_fede.html My sentiments exactly.
May 29, 201411 yr ^Remember, this is John Kasich's "gift" to Cleveland. Also remember this is the 3-Cs Amtrak killer... Oh yeah, according to the polls, he's a near shoe-in in November... So what does it say about us?
May 29, 201411 yr ^Remember, this is John Kasich's "gift" to Cleveland. Also remember this is the 3-Cs Amtrak killer... Oh yeah, according to the polls, he's a near shoe-in in November... So what does it say about us? Well, what choice do the voters really have? In addition to the redevelopment of downtown, the administrations of Messrs. Jackson and FitzGerald are working together to back an extension of the sin tax on alcoholic beverages and tobacco products that finances the Gateway sports complex and FirstEnergy Stadium. The pair also support plans for a new roadway through Cleveland's East Side — the Opportunity Corridor. http://www.crainscleveland.com/article/20131215/SUB1/312159989
May 29, 201411 yr ^Remember, this is John Kasich's "gift" to Cleveland. Also remember this is the 3-Cs Amtrak killer... whatever. Kasich also put funding back for the Shoreway project and the 2nd phase of the Innerbelt bridge project. Those are 2 of the largest road projects in Cleveland area in recent history. As much as the Democratic leaders in Cleveland want to hate on Johnny K, they sure were smiling when that money was committed.
May 29, 201411 yr ^Yeah, whatever ... You sure have selective memory. Kasich was forced to put the money back into the Innerbelt project after public pressure mounted when he tried to play tricks with the approved funding. He also attempted to scuttle the Horeshoe Casino with his faux religious concerns after voters had approved it. Kasich has made no attempt to hide his contempt for NEO, because people here didn't vote for him -- he's a downstate republican. To me, his ramming this wasteful, taxpayer-funded highway through is a form of payback because it will siphon riders away from the Red Line with Joe C's plan to run parallel BRT routes along it (I actually believe it's a plan to ultimately kill the east Side Red Line -- an idea that will be confirmed if/when RTA chooses BRT as its preferred option of extending rapid transit service beyond Stokes-Windermere into Euclid). And it will, of course, provide West Side drivers an "opportunity" to zip past downtown and Midtown so they can park their cars in University Circle, go to work their, and quickly escape at quitting time. And in the meantime, this great highway will further cut up an inner city neighborhood (to be further hidden away by large sound barriers) and provide zero benefits to the few, transit-dependent residents who are left behind. ... all this suits the Kasich agenda to a T ... and I don't mean the Boston T. ... so you and right-wing buddies can party on gottaplan,. You're getting the urban highway of your (wet) dreams.
May 29, 201411 yr ^Yeah, whatever ... You sure have selective memory. Kasich was forced to put the money back into the Innerbelt project after public pressure mounted when he tried to play tricks with the approved funding. He also attempted to scuttle the Horeshoe Casino with his faux religious concerns after voters had approved it. Kasich has made no attempt to hide his contempt for NEO, because people here didn't vote for him -- he's a downstate republican. To me, his ramming this wasteful, taxpayer-funded highway through is a form of payback because it will siphon riders away from the Red Line with Joe C's plan to run parallel BRT routes along it (I actually believe it's a plan to ultimately kill the east Side Red Line -- an idea that will be confirmed if/when RTA chooses BRT as its preferred option of extending rapid transit service beyond Stokes-Windermere into Euclid). And it will, of course, provide West Side drivers an "opportunity" to zip past downtown and Midtown so they can park their cars in University Circle, go to work their, and quickly escape at quitting time. And in the meantime, this great highway will further cut up an inner city neighborhood (to be further hidden away by large sound barriers) and provide zero benefits to the few, transit-dependent residents who are left behind. ... all this suits the Kasich agenda to a T ... and I don't mean the Boston T. ... so you and right-wing buddies can party on gottaplan,. You're getting the urban highway of your (wet) dreams. And Gov. Strickland couldn't find Cleveland on a map. State level apathy over Northeast Ohio's infrastructure isn't a recent thing. For better or worse, This "Opportunity" parkway is bi-partisan.
May 29, 201411 yr Why would RTA rebuild the East 55th Station, East 105th Station, Cedar-University Circle Station, and relocated Mayfield-Little Italy station just to close them down to add a BRT? And I doubt a true BRT would even be allowed on the Opportunity Corridor. I do see RTA rerouting normal busses down the corridor in order to improve connections and speed. And whats wrong with westsiders traveling to University Circle for work to pass downtown and midtown? What benefit do their cars have driving through those neighborhoods?
May 29, 201411 yr Why would RTA rebuild the East 55th Station, East 105th Station, Cedar-University Circle Station, and relocated Mayfield-Little Italy station just to close them down to add a BRT? Wait, what? No one is proposing to close down any transit facilities except for the East 79th station which should be moved to Buckeye-Woodhill anyway. "In the souls of the people the grapes of wrath are filling and growing heavy, growing heavy for the vintage." -- John Steinbeck
May 29, 201411 yr Why would RTA rebuild the East 55th Station, East 105th Station, Cedar-University Circle Station, and relocated Mayfield-Little Italy station just to close them down to add a BRT? Wait, what? No one is proposing to close down any transit facilities except for the East 79th station which should be moved to Buckeye-Woodhill anyway. Sorry should have quoted but that was directed towards a post by clvlndr which said this... "To me, his ramming this wasteful, taxpayer-funded highway through is a form of payback because it will siphon riders away from the Red Line with Joe C's plan to run parallel BRT routes along it (I actually believe it's a plan to ultimately kill the east Side Red Line")"
May 29, 201411 yr ^Yeah, whatever ... You sure have selective memory. Kasich was forced to put the money back into the Innerbelt project after public pressure mounted when he tried to play tricks with the approved funding. He also attempted to scuttle the Horeshoe Casino with his faux religious concerns after voters had approved it. Kasich has made no attempt to hide his contempt for NEO, because people here didn't vote for him -- he's a downstate republican. To me, his ramming this wasteful, taxpayer-funded highway through is a form of payback because it will siphon riders away from the Red Line with Joe C's plan to run parallel BRT routes along it (I actually believe it's a plan to ultimately kill the east Side Red Line -- an idea that will be confirmed if/when RTA chooses BRT as its preferred option of extending rapid transit service beyond Stokes-Windermere into Euclid). And it will, of course, provide West Side drivers an "opportunity" to zip past downtown and Midtown so they can park their cars in University Circle, go to work their, and quickly escape at quitting time. And in the meantime, this great highway will further cut up an inner city neighborhood (to be further hidden away by large sound barriers) and provide zero benefits to the few, transit-dependent residents who are left behind. ... all this suits the Kasich agenda to a T ... and I don't mean the Boston T. ... so you and right-wing buddies can party on gottaplan,. You're getting the urban highway of your (wet) dreams. Hate the project all you want & hate Kasich all you want, I'm not arguing either. But the allegations that this is his "gift" which will "kill off" the east side red line is a stretch on multiple levels. It's not a gift, and it's not the only thing he's done for NE Ohio in terms of infrastructure. Your other comments are just angry speculation
May 29, 201411 yr Well, now that the road is going to be built for sure, I think we all agree there are aspects of the project that need to be improved. For instance, there is absolutely no reason for sound walls of any type. I hope the people who were against the project will continue to scrutinize the project to find ways to improve it, strengthen neighborhood connections, and bring real vitality to the areas around the new road.
May 29, 201411 yr ^Yeah, whatever ... You sure have selective memory. Kasich was forced to put the money back into the Innerbelt project after public pressure mounted when he tried to play tricks with the approved funding. He also attempted to scuttle the Horeshoe Casino with his faux religious concerns after voters had approved it. Kasich has made no attempt to hide his contempt for NEO, because people here didn't vote for him -- he's a downstate republican. To me, his ramming this wasteful, taxpayer-funded highway through is a form of payback because it will siphon riders away from the Red Line with Joe C's plan to run parallel BRT routes along it (I actually believe it's a plan to ultimately kill the east Side Red Line -- an idea that will be confirmed if/when RTA chooses BRT as its preferred option of extending rapid transit service beyond Stokes-Windermere into Euclid). And it will, of course, provide West Side drivers an "opportunity" to zip past downtown and Midtown so they can park their cars in University Circle, go to work their, and quickly escape at quitting time. And in the meantime, this great highway will further cut up an inner city neighborhood (to be further hidden away by large sound barriers) and provide zero benefits to the few, transit-dependent residents who are left behind. ... all this suits the Kasich agenda to a T ... and I don't mean the Boston T. ... so you and right-wing buddies can party on gottaplan,. You're getting the urban highway of your (wet) dreams. Calm down man, it really isnt that deep. this helps make the case for ODOT pouring money into a redline extension, and into the 300 million needed to refit the rail system.
May 29, 201411 yr Well, now that the road is going to be built for sure, I think we all agree there are aspects of the project that need to be improved. For instance, there is absolutely no reason for sound walls of any type. I hope the people who were against the project will continue to scrutinize the project to find ways to improve it, strengthen neighborhood connections, and bring real vitality to the areas around the new road. Hear hear. I think this project is a colossal waste of money, but now that it's coming, I just hope it's done right. And that the city adopts appropriate zoning in the area. I also hope the city capitalizes on some of the indirect benefits. Assuming the OC siphons traffic off Chester, maybe the eastern end of Chester can be downgraded from parkway to city street to better serve the new development on tap there. EDIT: I think Clvlndr alluded to this above, but this tidbit from the Cleveland.com article was news to me: ODOT also agreed to pay 80 percent of the cost, up to $3.2 million, of extending the RTA platform at East 105th and adding new handicapped access.
May 29, 201411 yr ^^Red Line extension, yes, "retrofit," no... If money is being spent to extend the Red Line... really extend it -- like the 6.5 mile proposed extension to Euclid Sq with ODOT money, then I will "calm down"... but that's only speculation. As we know, even if somehow RTA and NOACA agree to HRT as the locally preferred option, there will still be many, many hurdles for it to clear... I know you're big on downsizing the Red Line to LRT -- we respectfully disagree on this. But I can't see it as a substantial improvement of mass transit. Maybe it could placate some people, but it wouldn't be any real improvement; like extending the Red Line to Euclid and serving a much wider swath of the county would be... But in the larger scheme, it remains to be seen what future will be with w/r to traffic-sprawl vs. transit/density. We KNOW we're going to get this poorly thought out road, which tips the scales to the former. But what real transit improvements are going to happen, if any? And after all this building is done, will the (Cleveland inner city) world be made better for cars or transit? In this town, the automobile is almost always the one hoisting the title belt, with mass transit left sprawled on the mat, black 'n blue... KJP reports on the RTA construction projects board that All Aboard Ohio has convinced ODOT to front the bulk of the money to (re)extend the Quincy-E.107 platform to accept more than 1 rail car. That's great, but is that real improvement? I think not because, essentially, it's returning the platform to the length it was (or near that length) prior to Quincy-E.105's rebuild and the platform shortening, done because of speculative OC construction, was a step backwards imho... Nor do I think the LRTing of HRT is a transit "improvement". That said, I'm very pleased, and surprised, that the Red Line extension study gave a tacit boost to extending the existing HRT -- I wasn't expecting this at all (and frankly, the fact the current RTA is even studying a substantial rail expansion is quite stunning to me). But if it's really all for show, and there's reason to suspect this ... if all we're really getting in this deal is a needless, expensive, sprawl-inducing roadway and nothing substantive for rail transit then, yes, I am pissed ... really pissed. And we all should be... Because whether I'm some crazed wild-eyed conspiracy theorist or not (w/r to plots to kill the Red Line), I think we can agree that it's highly likely fewer people will be riding Red Line trains as opposed to if the OC is never built. This will be even more true if RTA duplicates the Red Line with "flyer" BRT buses along the OC from the West Side ... and there's no speculation here, as Joe C himself has stated he's in favor of doing this.
May 29, 201411 yr If people are interested and have about a half hour to kill Ron Ratner spoke about two thing, mega projects that Forest City has undertook, and the potential that the OC could have - if done right. For instance: because the road it situated between the red and green lines, transit and TOD have to play a major role. I really could not tell if this was just offering his two cents to his hometown, or if this was some sort of laying the groundwork for a "mega" project. http://www.ideastream.org/cityclub/entry/62118
May 30, 201411 yr Well, now that the road is going to be built for sure, I think we all agree there are aspects of the project that need to be improved. For instance, there is absolutely no reason for sound walls of any type. I hope the people who were against the project will continue to scrutinize the project to find ways to improve it, strengthen neighborhood connections, and bring real vitality to the areas around the new road. So do I, but “This Is Cleveland”. The dissenter faction around here is permeated with that Bartimole-Schmitt mindset, they’d much rather be vindicated than helpful. Look at the sin tax debate: they were dedicated to revisiting the original vote rather than discussing why a new approach might be better now. The route is an absolute no-brainer for transit. Eliminate the 79th stop altogether and let the the Red Line make a full speed run between 55th and 105th with something high frequency (bus, BRT, or even light rail) running between the two down “Morgan”. You’ve got a clean slate and this is a hell of an opportunity to see if they will come if you build it.
May 30, 201411 yr ^What about the people who currently use E 79 St? make them walk to 25 blocks? I say RTA buys all the land around 79 St and develop it. That land has got to be dirt cheap. Once you lose a station it will be hard to ever get it back.
May 30, 201411 yr ^What about the people who currently use E 79 St? make them walk to 25 blocks? I say RTA buys all the land around 79 St and develop it. That land has got to be dirt cheap. Once you lose a station it will be hard to ever get it back. No, serve that area with buses.
May 30, 201411 yr E Rocc, there is a huge market for people wanting to live near rapid transit, in bikable, walkable neighborhoods. If the OC area is developed right, there could be an explosion of housing and light industry that uses the existing transit lines to anchor the neighborhoods. The area surrounding the OC is pretty much a blank canvas now. This may be the last chance to plan and develop a significant portion of the city, what Forest City calls a "mega" project. I'm not advocating specifically for Forest City, but if you could imagine the Maron family of E.4th and Uptown fame, or even Wolstien of Flats East Bank developing a new 21st century live/work/play neighborhood directly connected to or even eventually part of University Circle? If you can imagine that, then rapid transit, along with walking and biking modes of transportation are things that developers will insist on, because the market insists on it. (***I am truly optimistic, maybe drunkly optimistic on the potential that this area has. I am not trying to troll people who genuinely disagree with me and who believe the OC is just highway extension.) http://www.washingtonpost.com/realestate/walkability-increasingly-drives-developers-and-real-estate-market/2012/11/15/cfafb342-286a-11e2-b4e0-346287b7e56c_story.html
May 30, 201411 yr Punch, you hit upon an important point: in Cleveland, until very recently with the examples you cited (FEB, Uptown and E. 4th), we've never seriously given TOD a chance... at least, not since Shaker Sq., Terminal Tower (Tower City) were built by the Vans (in 1929 and 1930, respectively), or the few clusters of apartments along Van Aken in the 1930s through 1950s (when the Farnsleigh/Lynnfield apts were built). We've had this presumption, at least along the Red Line, that apts or mixed-use development won't develop near freight rail lines... And yet, one can witness a slew of long, rumbling freight trains pass over Euclid at E. 120th where spanking new high-end townhouses on both sides come within 50-60 feet of the rail tracks. Obviously, our thinking has changed for the better of late on TOD ... which is all the more vexing that we take this giant leap backwards w/r to the OC? And yet, with the OC, we assumed this roadway/highway is the ONLY way to develop those struggling parcels. KJP raised the F'ed up situation nationally that it's easier to abate industrially-contaminated land with federal road construction as opposed to transit development (if I'm wrong on this, I'm sure he'll correct me). Still it seems pretty apparent that OC planners were not motivated toward really helping residents, other than rosy talk of the speculative/questionable development the OC would allegedly create. Again, this is a highway designed to speed West Siders to UC jobs and not have to “deal with” the East Side neighborhoods (or their residents) in between. Some may question whether the OC was, in part, payback to the Juvy court judges and other personnel who went kicking and screaming to the new, gigantic Juvenile Justice Center in “the hood” at E. 105/Quincy. Isn’t it interesting that the OC will pass directly past the JJC? BTW E.Rocc, RTA apparently believes if the E. 79th Red Line stop is closed, residents can walk .5 miles south to the E. 79th Blue/Green stop. I don’t think total elimination of that stop is an adequate solution. I much prefer KJP’s/AAO’s suggestion of a new Buckeye-Woodland-E. 89 station with TOD development. IIRC the EPA similarly scolded OC planners for not pursuing such TOD solutions as well.
May 30, 201411 yr Well I agree that just because there is potential, doesn't mean anything will happen. The lakefront has had potential for development forever... Also, there is no doubt people will use the new road to come in from the suburbs, or the region/exurbs, and the way its designed now with soundwalls and crap, it will be a heavy lift to develop residential around this road. But, I truly believe this is one episode where Cleveland's willingness to bend over backwards to developers can be a win-win for the city and the developer. The market (young, affluent, professional types) want to live a car "light" existence. So, transit, walking and biking assets make the area more attractive to developers. Being next to one of the highest concentration of employment in the state also makes this attractive. But, if the OC is truly "feels" like a highway the market will not want it. So, the developers will be leaning on the CLE powers that be to have the public money being spent fit in better with their plans. Just to wildly speculate, look at the moves Forest City has done recently: -A few posts up, I attached a link from the City Club where Ron Ratner was discussing, "from a non-intersted party" what the area around the OC would need to look like if a developer would be interested. Transit was the top priority (at least that is what I gleaned from the talk) - Also, a few years ago Forest City very generously decided to donate money to a neighborhood stabalization for areas near the new road. While it is probably just a nice thing to do, I could see them getting involved in the area to make stop the bleeding, and to get boots on the ground and start planning how to mesh a "mega project" with the existing area (or how to buy the land cheap before the market value goes up with the new road) So, right now there is potential and a crappy looking road plan. But, the road does have intersections, traffic lights, a median, and a "multi-use path". That is already paid for. What I hope is that the power that be continue to refine the plan to at least make it feel more like a Clifton Blvd rather than a Route 8.
May 30, 201411 yr ^^Red Line extension, yes, "retrofit," no... If money is being spent to extend the Red Line... really extend it -- like the 6.5 mile proposed extension to Euclid Sq with ODOT money, then I will "calm down"... but that's only speculation. As we know, even if somehow RTA and NOACA agree to HRT as the locally preferred option, there will still be many, many hurdles for it to clear... I know you're big on downsizing the Red Line to LRT -- we respectfully disagree on this. But I can't see it as a substantial improvement of mass transit. Maybe it could placate some people, but it wouldn't be any real improvement; like extending the Red Line to Euclid and serving a much wider swath of the county would be... But in the larger scheme, it remains to be seen what future will be with w/r to traffic-sprawl vs. transit/density. We KNOW we're going to get this poorly thought out road, which tips the scales to the former. But what real transit improvements are going to happen, if any? And after all this building is done, will the (Cleveland inner city) world be made better for cars or transit? In this town, the automobile is almost always the one hoisting the title belt, with mass transit left sprawled on the mat, black 'n blue... KJP reports on the RTA construction projects board that All Aboard Ohio has convinced ODOT to front the bulk of the money to (re)extend the Quincy-E.107 platform to accept more than 1 rail car. That's great, but is that real improvement? I think not because, essentially, it's returning the platform to the length it was (or near that length) prior to Quincy-E.105's rebuild and the platform shortening, done because of speculative OC construction, was a step backwards imho... Nor do I think the LRTing of HRT is a transit "improvement". That said, I'm very pleased, and surprised, that the Red Line extension study gave a tacit boost to extending the existing HRT -- I wasn't expecting this at all (and frankly, the fact the current RTA is even studying a substantial rail expansion is quite stunning to me). But if it's really all for show, and there's reason to suspect this ... if all we're really getting in this deal is a needless, expensive, sprawl-inducing roadway and nothing substantive for rail transit then, yes, I am pissed ... really pissed. And we all should be... Because whether I'm some crazed wild-eyed conspiracy theorist or not (w/r to plots to kill the Red Line), I think we can agree that it's highly likely fewer people will be riding Red Line trains as opposed to if the OC is never built. This will be even more true if RTA duplicates the Red Line with "flyer" BRT buses along the OC from the West Side ... and there's no speculation here, as Joe C himself has stated he's in favor of doing this. :speech:
May 30, 201411 yr Well I agree that just because there is potential, doesn't mean anything will happen. The lakefront has had potential for development forever... Also, there is no doubt people will use the new road to come in from the suburbs, or the region/exurbs, and the way its designed now with soundwalls and crap, it will be a heavy lift to develop residential around this road. But, I truly believe this is one episode where Cleveland's willingness to bend over backwards to developers can be a win-win for the city and the developer. The market (young, affluent, professional types) want to live a car "light" existence. So, transit, walking and biking assets make the area more attractive to developers. Being next to one of the highest concentration of employment in the state also makes this attractive. But, if the OC is truly "feels" like a highway the market will not want it. So, the developers will be leaning on the CLE powers that be to have the public money being spent fit in better with their plans. Just to wildly speculate, look at the moves Forest City has done recently: -A few posts up, I attached a link from the City Club where Ron Ratner was discussing, "from a non-intersted party" what the area around the OC would need to look like if a developer would be interested. Transit was the top priority (at least that is what I gleaned from the talk) - Also, a few years ago Forest City very generously decided to donate money to a neighborhood stabalization for areas near the new road. While it is probably just a nice thing to do, I could see them getting involved in the area to make stop the bleeding, and to get boots on the ground and start planning how to mesh a "mega project" with the existing area (or how to buy the land cheap before the market value goes up with the new road) So, right now there is potential and a crappy looking road plan. But, the road does have intersections, traffic lights, a median, and a "multi-use path". That is already paid for. What I hope is that the power that be continue to refine the plan to at least make it feel more like a Clifton Blvd rather than a Route 8. Well now that the roadway is soon to be a reality, let's hold our public officials to the stated commercial and residential growth the OC is supposed to create. I would like to push ODOT further in getting the E. 79th station relocated to E. 89th Buckeye-Woodland and not simply closed. Let's see if transit and this roadway can work in tandem. I have my doubts, but let's push these OC-gaga public officials once it's built.
May 31, 201411 yr I’m still very skeptical of the idea that the demand for TOD is as great is some think. I’m not about to say it doesn’t exist. But if it was so strong, I would think these sorts of neighborhoods would have sprung up around some of the existing stops. Hell, that stretch of 105 between the Red Line station and the Clinic would be a natural for such. But it looks like this: The west side’s done a little better, but nothing’s booming. I’ve held the view for awhile that viable urban neighborhoods are rarely planned in advance from scratch. They spring up from a nucleus, and if demand exists, they grow block by block. The idea that the 79th street station can be turned into this nucleus despite the abject opposite happening at 105th just doesn’t justify spending the money. Cleveland’s better off attracting jobs rather than new residents. I expect the OC to become largely industrial.
May 31, 201411 yr Cleveland’s better off attracting jobs rather than new residents. I expect the OC to become largely industrial. Why can't Cleveland attract jobs and new residents?
May 31, 201411 yr Because it's 1988 and the city is clearly on a downward spiral and why even bother trying to attract the millions of potential new residents out there?
May 31, 201411 yr Cleveland’s better off attracting jobs rather than new residents. I expect the OC to become largely industrial. Why can't Cleveland attract jobs and new residents? In the OC area, right now, they are better off focusing on jobs. The new residents are likely to follow, if that works.
May 31, 201411 yr The new road provides a strong link to Univerity Circle that did not exist before. It's a game changer. But, it still needs improvement. I also think there will be plenty of room for light industry as well.
May 31, 201411 yr The new road provides a strong link to Univerity Circle that did not exist before. It's a game changer. But, it still needs improvement. I also think there will be plenty of room for light industry as well. Possibly even moderately heavy industry, if you clean it up enough so it's not a risk for them. That's what existed there before. It also allows the improvement of other routes to UC without creating traffic chaos. Right now, considering the condition of MLK, the maze of any route other than Chester, and the fact that Chester's beginning to need work (and is far to the north) there's no really good route between Hopkins and UC, meaning out of the area visitors have to experience our worst before our best.
May 31, 201411 yr I’m still very skeptical of the idea that the demand for TOD is as great is some think. I’m not about to say it doesn’t exist. But if it was so strong, I would think these sorts of neighborhoods would have sprung up around some of the existing stops. Hell, that stretch of 105 between the Red Line station and the Clinic would be a natural for such. But it looks like this: The west side’s done a little better, but nothing’s booming. I’ve held the view for awhile that viable urban neighborhoods are rarely planned in advance from scratch. They spring up from a nucleus, and if demand exists, they grow block by block. The idea that the 79th street station can be turned into this nucleus despite the abject opposite happening at 105th just doesn’t justify spending the money. Cleveland’s better off attracting jobs rather than new residents. I expect the OC to become largely industrial. There's the misconception on your part, E. Rocc, TOD isn't just predicated on "demand" it comes from a concerted, community effort to develop it ... and much of this is predicated on the positive perception of rail transit. Unfortunately in Cleveland, the perception is that mass transit is for the poor and minorities -- given this, developers aren't going to build TOD... Thankfully that's changing, esp with enlightened pioneers like MRN, Ltd which is developing/has developed high-density mixed-use projects adjacent or near to Red Line stations... Now other developers are getting into the act, such as the announcement of possibly hundreds of new apt units going in to Little Italy near the soon-relocated Red Line stop... ... So if the OC is to develop high density development, it should be tied to transit.
June 1, 201411 yr I’m still very skeptical of the idea that the demand for TOD is as great is some think. I’m not about to say it doesn’t exist. But if it was so strong, I would think these sorts of neighborhoods would have sprung up around some of the existing stops. Hell, that stretch of 105 between the Red Line station and the Clinic would be a natural for such. But it looks like this: The west side’s done a little better, but nothing’s booming. I’ve held the view for awhile that viable urban neighborhoods are rarely planned in advance from scratch. They spring up from a nucleus, and if demand exists, they grow block by block. The idea that the 79th street station can be turned into this nucleus despite the abject opposite happening at 105th just doesn’t justify spending the money. Cleveland’s better off attracting jobs rather than new residents. I expect the OC to become largely industrial. Because the costs are too high and the returns too small around many of these stations that are away from the major activity centers like UC, Little Italy, downtown, Ohio City, etc. But at one time, each of those was its own risk. And each of those areas still carries some degree of risk, although not as much as the places like the East 105th/Quincy station area. Consider the poor state of infrastructure, housing quality, total lack of neighborhood services (grocery, drug stores, basic retail, etc), high risk of environmental contamination (including in old houses with lead paint, radon, etc), no zoning for TOD or other mixed use classifications, etc. etc etc. TOD or any kind of development doesn't "just happen." It is the result of coordination between the public and private sectors to move forward with a vision. Other that what All Aboard Ohio has suggested and since embraced by ODOT/GCRTA for the immediate station (and possibly what the Cleveland Clinic may have in mind for East 105th between Carnegie and Quincy), no such vision has been laid out. That's the first step to doing anything. For All Aboard Ohio's vision for the East 105th-Quincy Station, see: http://www.urbanohio.com/forum2/index.php?topic=6956.msg710016#msg710016 "In the souls of the people the grapes of wrath are filling and growing heavy, growing heavy for the vintage." -- John Steinbeck
June 2, 201411 yr The closure of Quincy avenue? What is the full idea behind that? At this point, it's pretty much a case of "why not"?
June 2, 201411 yr You’re right about the development by 120th, but that supports my point: that’s perhaps the most viable neighborhood in Cleveland : growing block by block. Does the transit station boost it? Of course it does. As far as either 79th or this new 89th street development goes, what could happen there that couldn’t have happened any time the city had the gumption to start policing the 105th-Quincy area? I posted a picture on the thread you linked which shows Quincy-Quebec in all their “glory” ( I didn’t post any of the street view shots, not even the fellow on the bicycle with a couple plastic bags texting away at 103rd and Quebec). Of course, 105th in this area will be the OC route, so there’s really no point in redeveloping yet. But if anywhere could have been planned into TOD, one would think it would have been this corridor between CC and a high speed route to both downtown and UC. As for the idea that RTA is perceived as being for the poor and minorities, is that merely a perception? How did it come about? Happenstance, or intent by RTA? Remember Norman Krumholtz railing against improvements to Shaker Rapid as “serving fatcats”? How about the extreme downtown-centric nature of the system? The low degree of service in the southern half of the county? The reluctance, early on, to run “flyers”, because that would be a reversion to the old suburban transit systems that did not pick up inbound or drop off outbound within Cleveland? While these policies are no longer being asserted, there has been no counteraction so to a large degree they are institutionalized. RTA’s going to have to reach out to the suburbanites and middle class people if it feels the need to get past this perception. It’s all a matter of agency mission. At this point, I think it’s best to just close down the 79th street station and not replace it. It seemed underutilized even during the mid 80s. The Red Line’s main asset is its speed, and you’d gain a couple minutes, I would think, on your cycle/trip times by not decelerating/accelerating there. You might get some TOD once 105th has been replaced, but I would expect the Hill to fill up first.
June 2, 201411 yr The closure of Quincy avenue? What is the full idea behind that? At this point, it's pretty much a case of "why not"? Well I don't oppose it, but they're closing it and adding nothing new to the street?
June 2, 201411 yr The closure of Quincy avenue? What is the full idea behind that? The Quincy Avenue underpass will be closed to through vehicular traffic but kept open to pedestrians, bikes and emergency access. Why? http://www.dot.state.oh.us/projects/ClevelandUrbanCoreProjects/OpportunityCorridor/Documents/_Cleveland%20Opportunity%20Corridor%20Project%20FEIS-ROD.pdf [Pages 4-6 and 4-7] Quincy Avenue currently passes under the CSX railroad and forms a T-intersection with East 105th Street approximately 150 feet to the west. The Quincy Avenue profile under the CSX bridge only meets the requirements for a 15 mph design speed. About 350 feet north, Quincy Avenue-East 105th Street rises over the NS Nickel Plate/GCRTA Red Line. The East 105th Street profile over NS only meets the requirements for a 26 mph design speed. The vertical clearances for both bridges do not meet current design standards. The Opportunity Corridor boulevard, which would follow East 105th Street, would have a 40 mph design speed and would be wider than the existing roadway. Given these constraints, it is not possible to connect Quincy Avenue south of the boulevard and meet necessary design standards without incurring excessive costs for the reconstruction of multiple roadway and railroad bridges. Based on these constraints, Quincy Avenue would be closed between East 105th Street and Woodhill Road. As requested by the City of Cleveland, access for bicycles, pedestrians and emergency service providers would be maintained via a drive on Quincy Avenue to mitigate the impacts of the closure. With the closure, travelers who currently use Quincy Avenue to travel between East 105th Street and Woodhill Road would utilize the new boulevard, East 93rd Street and Woodland Road to make the same connections. The travel distance for the existing and new routes would be nearly equivalent. Based on the above evaluation of the street closures and the incorporated mitigation measures, the Cleveland Opportunity Corridor project is anticipated to have minor negative impacts on local connectivity and mobility. Furthermore, the improved vehicular, bicycle and pedestrian connectivity and mobility resulting from the construction of the project are expected to outweigh these minor impacts. "In the souls of the people the grapes of wrath are filling and growing heavy, growing heavy for the vintage." -- John Steinbeck
June 5, 201411 yr Here comes the first of the proposed actions to come before the Cleveland Planning Commission regarding the OC: http://planning.city.cleveland.oh.us/designreview/drcagenda/2014/06062014/index.php City Planning Commission Agenda for June 6, 2014 MANDATORY REFERRALS 1. Ordinance No. 219-14(Ward 4/Councilmember K. Johnson; Ward 5/Councilmember Cleveland; Ward 6/Councilmember Mitchell; and Ward 9/Councilmember Conwell): Giving consent of the City of Cleveland to the State of Ohio and the County of Cuyahoga for the widening and reconstruction of East 105th Street from Quebec Avenue to Chester Avenue, and construction of new roadway connecting the intersection of IR-490 and East 55th Street to the intersection of East 105th Street and Quebec Avenue; authorizing the Director of Capital Projects to enter into any relative agreements; and to apply for and accept an allocation of County Motor Vehicle License Tax Funds for the improvement. Presenter: Richard Switalski, City of Cleveland 7. Ordinance No. xxx-14(Ward 4/Councilmember K. Johnson; Ward 5/Councilmember Cleveland; Ward 6/Councilmember Mitchell; and Ward 7/Councilmember Dow): Authorizing the sale to the Ohio Department of Transportation of various City-owned properties and easements, including those in the Land Reutilization Program, that are located between I-490 and East 55th Street to Chester Avenue and East 105th Street for purposes of constructing the Opportunity Corridor Transportation Project; authorizing the Directors of Capital Projects, Public Works, and Community Development to enter into one or more agreements with the Ohio Department of Transportation regarding the Project; authorizing mutually agreed-upon land donations from Ohio Department of Transportation to Capital Projects at the completion of the Project; and authorizing other agreements necessary to implement the Project. Presenter: James DeRosa, City of Cleveland "In the souls of the people the grapes of wrath are filling and growing heavy, growing heavy for the vintage." -- John Steinbeck
June 5, 201411 yr The closure of Quincy avenue? What is the full idea behind that? The Quincy Avenue underpass will be closed to through vehicular traffic but kept open to pedestrians, bikes and emergency access. Why? http://www.dot.state.oh.us/projects/ClevelandUrbanCoreProjects/OpportunityCorridor/Documents/_Cleveland%20Opportunity%20Corridor%20Project%20FEIS-ROD.pdf [Pages 4-6 and 4-7] Quincy Avenue currently passes under the CSX railroad and forms a T-intersection with East 105th Street approximately 150 feet to the west. The Quincy Avenue profile under the CSX bridge only meets the requirements for a 15 mph design speed. About 350 feet north, Quincy Avenue-East 105th Street rises over the NS Nickel Plate/GCRTA Red Line. The East 105th Street profile over NS only meets the requirements for a 26 mph design speed. The vertical clearances for both bridges do not meet current design standards. The Opportunity Corridor boulevard, which would follow East 105th Street, would have a 40 mph design speed and would be wider than the existing roadway. Given these constraints, it is not possible to connect Quincy Avenue south of the boulevard and meet necessary design standards without incurring excessive costs for the reconstruction of multiple roadway and railroad bridges. Based on these constraints, Quincy Avenue would be closed between East 105th Street and Woodhill Road. As requested by the City of Cleveland, access for bicycles, pedestrians and emergency service providers would be maintained via a drive on Quincy Avenue to mitigate the impacts of the closure. With the closure, travelers who currently use Quincy Avenue to travel between East 105th Street and Woodhill Road would utilize the new boulevard, East 93rd Street and Woodland Road to make the same connections. The travel distance for the existing and new routes would be nearly equivalent. Based on the above evaluation of the street closures and the incorporated mitigation measures, the Cleveland Opportunity Corridor project is anticipated to have minor negative impacts on local connectivity and mobility. Furthermore, the improved vehicular, bicycle and pedestrian connectivity and mobility resulting from the construction of the project are expected to outweigh these minor impacts. Street closures? Closing a portion of Quincy? Raising E. 105/OC speed requirements from 26 to 40 mph? ... the OC may not be a freeway (yet), but it certainly sounds like it's country cousin...
June 6, 201411 yr Opportunity Corridor recruits longtime neighborhood advocate as project director for boulevard's development activity By Alison Grant, The Plain Dealer on June 06, 2014 at 12:13 PM, updated June 06, 2014 at 12:28 PM CLEVELAND, Ohio -- Opportunity Corridor, the 3.2-mile boulevard that will link Interstate 490 and University Circle, has recruited a longtime neighborhood advocate as its project director. Marie Kittredge, who recently resigned as executive director of Slavic Village Development, will be the civic liaison for the Opportunity Corridor steering committee. In that role, she will oversee and coordinate infrastructure construction as well as community and economic development activity, the Greater Cleveland Partnership said in a news release this morning. Kittredge also will coordinate community engagement and outreach activities, oversee community and economic development planning and identify private, public and philanthropic funding sources to advance neighborhood development. READ MORE AT: http://www.cleveland.com/metro/index.ssf/2014/06/opportunity_corridor_recruits.html#incart_river_default "In the souls of the people the grapes of wrath are filling and growing heavy, growing heavy for the vintage." -- John Steinbeck
June 6, 201411 yr Opportunity Corridor recruits longtime neighborhood advocate as project director for boulevard's development activity By Alison Grant, The Plain Dealer on June 06, 2014 at 12:13 PM, updated June 06, 2014 at 12:28 PM CLEVELAND, Ohio -- Opportunity Corridor, the 3.2-mile boulevard that will link Interstate 490 and University Circle, has recruited a longtime neighborhood advocate as its project director. Marie Kittredge, who recently resigned as executive director of Slavic Village Development, will be the civic liaison for the Opportunity Corridor steering committee. In that role, she will oversee and coordinate infrastructure construction as well as community and economic development activity, the Greater Cleveland Partnership said in a news release this morning. Kittredge also will coordinate community engagement and outreach activities, oversee community and economic development planning and identify private, public and philanthropic funding sources to advance neighborhood development. READ MORE AT: http://www.cleveland.com/metro/index.ssf/2014/06/opportunity_corridor_recruits.html#incart_river_default Very good choice, for convincing urbanists that this project is a positive. If she's ever at a forum with any of the more virulent opponents (especially the Bartimole-Schmitt crowd), I'd love to have the popcorn concession. :evil:
June 7, 201411 yr http://www.cleveland.com/metro/index.ssf/2014/06/opportunity_corridor_recruits.html#incart_river_default Very good choice, for convincing urbanists that this project is a positive. If she's ever at a forum with any of the more virulent opponents (especially the Bartimole-Schmitt crowd), I'd love to have the popcorn concession. :evil: Really? Who takes Angie Schmitt seriously though? It's a shame because we need stronger voices, but Angie comes off as narrow-minded, who-cares-about-fact-checking, I've-lost-track-of-all-the-axes-that-I-have/want-to-grind, lazy opinion generator who turns off many of the people who would be swayed if her arguments were made in a somewhat logical and respectable fashion. It's a shame because she's set back her own cause.
June 7, 201411 yr http://www.cleveland.com/metro/index.ssf/2014/06/opportunity_corridor_recruits.html#incart_river_default Very good choice, for convincing urbanists that this project is a positive. If she's ever at a forum with any of the more virulent opponents (especially the Bartimole-Schmitt crowd), I'd love to have the popcorn concession. :evil: Really? Who takes Angie Schmitt seriously though? It's a shame because we need stronger voices, but Angie comes off as narrow-minded, who-cares-about-fact-checking, I've-lost-track-of-all-the-axes-that-I-have/want-to-grind, lazy opinion generator who turns off many of the people who would be swayed if her arguments were made in a somewhat logical and respectable fashion. It's a shame because she's set back her own cause. Exactly. It's painful to read her diatribes because they are so sloppy and counterproductive.
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