BTW, I'm blown away that ODOT will be spending for job training for people living within the Opportunity Corridor. I argued for this for years, maintaining that bringing new jobs and employers to this corridor would only benefit persons outside of the inner city in general, and this corridor in particular because the job skills were so lacking among so many inner city residents. I never thought anyone would take this idea seriously. I'm very happy they have.

^There is no reason not to demand that this project be a worldwide benchmark on how to construct a new road through an existing city.

 

Based on the above item, and the fact that ODOT will spend project money to improve a rapid transit station is evidence that ODOT is at least willing to listen and occasionally agree to "good ideas"

 

It's our job as citizens to ensure they get to consider as many "good ideas" as possible.

BTW, I'm blown away that ODOT will be spending for job training for people living within the Opportunity Corridor. I argued for this for years, maintaining that bringing new jobs and employers to this corridor would only benefit persons outside of the inner city in general, and this corridor in particular because the job skills were so lacking among so many inner city residents. I never thought anyone would take this idea seriously. I'm very happy they have.

 

That surprised me too, momentarily. But then I remembered who’s running Ohio these days.  This is Kasich’s business background showing through.  It’s a comprehensive plan to boost the area while conducting a infrastructure project the area sorely needs.  This is why they’re intentionally doing a lot of “brownfields” cleanup, and why they’re doing job training.  I just hope they spend some time on the things that really cause people to not keep jobs these days, stuff like attendance and meeting quotas.

 

One of the reasons I’m not a purist libertarian is that government can do a good job on closed end projects like this, where objectives are clear and progress can be easily measured. Things like wars, Apollo, and the interstate highway system.  It’s the open ended projects, especially those where there is no competition or clear ways of measuring progress, where they fall flat.

 

^Are they really doing alot of Brownfield Projects these days in comparison to the early and mid 2000's?  Not sure they really are.  Clean ohio seems pretty dry these days. 

^Are they really doing alot of Brownfield Projects these days in comparison to the early and mid 2000's?  Not sure they really are.  Clean ohio seems pretty dry these days. 

 

They're doing them under the auspices of the construction project.  Intentionally running the road through some, or so I understand.

 

The process probably slowed because demand was lacking.  I recall them working on the Midland Steel site at W. 106th and Madison when I worked on 110th.  That was 2005 - 2007.  IIRC, it's still vacant.

 

Good interview by Sam Allard of the Scene Mag.

Angie Schmidt and friends rushed to the comment section.  When people say that things they don't like happen "Only in Cleveland" I tune out.

 

 

 

Big Opportunities: The Opportunity Corridor's New Director Discusses Project Goals and Controversy

 

 

http://www.clevescene.com/cleveland/big-opportunities-the-opportunity-corridors-new-director-discusses-project-goals-and-controversy/Content?oid=4323468

Kittredge notes: "The Transit Oriented Development piece is huge. RTA is now looking at those Rapid stops — at 79th, there's two stops — and saying there's no ridership, and no ridership means it doesn't make sense to invest."

 

Did RTA really say this?  And does she mean both E. 79th stops (Red and Blue/Green)?  Also, despite Kittredge's flowery statement about TOD, there is neither question nor answer about All Aboard Ohio's recommendation for an E. 89th/Woodland/Buckeye relocation of the Red Line's E. 79th's Red Line stop that could better facilitate TOD growth.

 

I realize Angie Schmidt, despite my agreement with her in general principal, has opened herself up to criticism as a result of her weak, scortched (Cleveland) earth, Roldo-like shoot-from-the-hip journalism.  But rather than simply attacking her, I think there needs to be focus on the still many gray areas that are not being addressed regarding this roadway, and transit and TOD is a key one.  I hope the Ms. Kittredge and pro-OC faction are pressed on these issues, despite being victorious in winning the federal grant for this roadway.

I don't think this Cleveland.com article was posted, but it's exactly on the topic of the need for good planning now that the OC is inevitable:

http://www.cleveland.com/metro/index.ssf/2014/06/with_green_light_for_opportuni.html

 

I think the hiring of Marie Kittredge is a positive sign, but Terry Schwartz of KSU's CUDC really nails it:

 

Urban planning expert Terry Schwarz said how the 3.2-mile link between Interstate 490 and University Circle affects people who live near it is the project's "$331 million unanswered question." It's not too late to get a thoughtful design in place, the executive director of Kent State's Cleveland Urban Design Collaborative said.

 

According to Schwarz, what would really help right now is for the city of Cleveland and its planning commission to jump in with guidelines that would establish key parameters for spinoff development, such as building heights, connections to public transit and where parking would go.

 

There's also coverage of Fairfax's recently updated master planning (which, to emphasize, is mostly aspirational, not a development proposal).  The plan itself is here: http://www.fairfaxrenaissance.org/images/2014%20Fairfax%20SIP.pdf  The renderings for the proposed office park thing in the "Fairfax Triangle" are pretty horrific, but I don't think they mean much at this point. 

 

The saddest part of the rendering the Cleveland.com article excerpts is that it doesn't even show the E 105th rapid station :(

 

I agree that hiring Kittredge is a positive sign, if she's been empowered to act on anything she's discussing. I'm concerned that she's being put out there just to say the right things, and she did say some things that would make me feel better about the road. Unfortunately everything she's discussing is, by her own estimation, only going to be pursued after the road is in place and we no longer have any leverage to enact some of the many positive ideas that have been offered to truly make this an asset to the community.

^Good for Schwartz!... His concerns are on the money... I just wish this project had been subject to this level scrutiny BEFORE it had been hustled through and Federal monies granted.

The saddest part of the rendering the Cleveland.com article excerpts is that it doesn't even show the E 105th rapid station :(

 

 

That wasn't a cleveland.com graphic. It was a Fairfax CDC graphic. However a couple of their graphics do show the station. First, here's a larger version of the graphic that appeared at cleve.com. It also shows Quincy continuing east of East 105th, which it will no longer do for vehicles.....

 

 

 

The existing Quincy-East 105th Red Line station is shown in red at left....

 

It does not include this station expansion of which ODOT recently agreed to fund 80 percent....

 

 

 

^

That wasn't a cleveland.com graphic. It was a Fairfax CDC graphic. However a couple of their graphics do show the station. First, here's a larger version of the graphic that appeared at cleve.com. It also shows Quincy continuing east of East 105th, which it will no longer do for vehicles.....

 

"excerpts," compadre, I know it wasn't generated by Cleveland.com.  You're right that they do show the station in some renderings, but I was disappointed it wasn't emphasized more as a building block for that part of the neighborhood.

 

FWIW, I have some familiarity with one high level member of the OC steering committee and he is sympathetic to urban design and public space concerns, so I don't think Kittridge is being brought just for cosmetic reasons.  I'm hopeful there will be an earnest effort to do some good planning work here. Would be great if the CUDC got involved too.  (By the way, that Terry is a she.)

 

And I should say, my sincere thank you, KJP, to you for pushing so hard for the E 105th station expansion and for the relocation of the East 79th station.  It's clear your efforts are paying off.

Thank you, Strap.

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.

 

Her biggest problem is that she either does not realize or does not care that in Greater Cleveland, it matters very much if you are originally from here, and unless I am mistaken, she is not. 

Let's keep this discussion about the project itself. :)

 

Fate of Opportunity Corridor rapid transit stops in limbo

 

 

Bus and train stops on the $331 million Opportunity Corridor will be the links to existing neighborhoods, a way to make sure the roadway does more than whisk commuters from Interstate 77 to University Circle.

 

 

But are some of those links in jeopardy?

 

 

The director of project development for the 3.2-mile boulevard, Marie Kittredge, said a top priority in her new job is buttressing the case for hanging onto three threatened rapid stations along the route.

 

 

The East 34th Street and East 79th Street stations are being studied by an RTA consultant, with a report on them expected in the fall. But already, the transit agency, and Kittredge, know they are among the least-used rail stations in RTA's system.

 

 

Keeping them open despite current low ridership, or mothballing them so they can revived if business development and housing springs up along Opportunity Corridor, is crucial to getting maximum benefit from the boulevard for east side neighborhoods, Kittredge said.

 

 

The former executive director of Slavic Village Development said the rail stations are at the top of her agenda as the corridor's project director, a $100,000-a-year position she began Monday.

 

 

"It's the low-hanging fruit," she said.

 

 

http://www.cleveland.com/metro/index.ssf/2014/06/fate_of_two_opportunity_corrid.html#incart_river_default

^ I honestly never even knew there was an E 34th street station? 

 

EDIT:

And I just looked up the E34th station on Google Earth,  It's surrounded by the womens prison, a container yard, and a landfill.  What's up with that?  Is that what was there when the station was constructed?  Definately not TOD.

Both must be closed or moved because they do not comply with ADA and their low ridership doesn't justify the cost of retrofitting them. Based on recent property transactions at East 79th and their intended uses (metal recycling, automated bakery, etc) of those properties, there is no hope of ridership growth at this station. The topography at East 34th and presence of major railroads and highways make this station far too difficult to expect development which would boost ridership here, too.

 

So the East 79th station needs to be moved to Buckeye-Woodland. The East 34th station needs to be moved to the new Commercial Road bridge area. GCRTA's proceedings to close them includes an alternatives analysis which will hopefully come to the conclusion that these new locations are better station sites as they have reasonable prospects for the kinds of development that can produce ridership.

^ I honestly never even knew there was an E 34th street station? 

 

EDIT:

And I just looked up the E34th station on Google Earth,  It's surrounded by the womens prison, a container yard, and a landfill.  What's up with that?  Is that what was there when the station was constructed?  Definately not TOD.

 

No, that station dates from the 1920s when there was a very viable neighborhood adjacent to this site. It was obliterated first by the Northern Ohio Food Terminal (replaced by the Main Post Office) and then by I-77. The rest came later, including the container yard which was built on the site of Rockefeller's first oil refinery which stood until the 1970s.

^Gotcha, thanks for clarifying.  That was a large Italian neighborhood years and years ago. 

^ I honestly never even knew there was an E 34th street station? 

 

EDIT:

And I just looked up the E34th station on Google Earth,  It's surrounded by the womens prison, a container yard, and a landfill.  What's up with that?  Is that what was there when the station was constructed?  Definately not TOD.

 

East 34 campus was not an original station.  Nor was that it's original name.  IIRC, this was the "Campus" Station as it was (supposedly located) close to Tri C and it was solely a Shaker Rapid Station until the mid 70s.  As a kid I remember the Cleveland Rapid did no stop at this station.  There was no high level platform. 

 

For those old enough to remember the old CTS/early RTA downtown loops.  There was a loop route, named the "Campus Loop".  This loop had a terminal at the "Campus Station".  This loop bus idled just south of the Station then went down 30 street to Tri C, then to Euclid, to CSU, East 9, East 6 then PS.  Some buses went via CC Blvd, then via 22 to Euclid.

 

If you're ever at the station, just north of it is an incline.  That incline is the original route of the Shaker Rapid.  As from this point to PS, the trains used city streets.  Remember this station predated the highways.  The highway destroyed the neighborhood that used this station and it became a 9-5pm station mostly used by Tri-C and CSU students who didnt want to go all the way to TC to transfer to an eastbound bus.

^ I honestly never even knew there was an E 34th street station? 

 

EDIT:

And I just looked up the E34th station on Google Earth,  It's surrounded by the womens prison, a container yard, and a landfill.  What's up with that?  Is that what was there when the station was constructed?  Definately not TOD.

 

No, that station dates from the 1920s when there was a very viable neighborhood adjacent to this site. It was obliterated first by the Northern Ohio Food Terminal (replaced by the Main Post Office) and then by I-77. The rest came later, including the container yard which was built on the site of Rockefeller's first oil refinery which stood until the 1970s.

I thought I vaguely recalled it being opened and indeed it was the last station built, in 1971.  I used it from time to time during the early 80s, all it was was a platform with a small fare station.  The prison was not yet built and the accompanying bus stop was surrounded by nothing.  It's called "Campus" but it's not within walking distance of either CSU or CCC.

 

Its only real value is as a transfer point short of downtown for the SE bus lines.  I would say either develop this, or shut it.

 

That was a large Italian neighborhood years and years ago. 

 

 

As opposed to a neighborhood for us smaller Italians

                   

KJP, is new Commercial Road bridge the thing just south of the entry to the Lorain-Carnegie Bridge?  That would be an interesting spot for a new station.  Would certainly be convenient for Indians fans.  Doesn't seem like there's much else around there, though, to generate a lot of ridership.

 

I'm surprised the East 79th Blue/Green line station is being considered for closure. Seems like there should be a relatively low cost ramping solution to the ADA issues if the city is will to cooperate.  Plus, it's fairly close to all the new CMHA redevelopment along Kinsman. Could also help serve any current users of the East 79th Red Line station if it ends up being closed, even if temporarily.

All Aboard Ohio urged the relocation of the East 79th Red Line station and the expansion of the East 105th station as part of the Opportunity Corridor project. ODOT agreed only to fund expansion of the East 105th station.

 

Press Release

http://allaboardohio.org/2014/01/09/odot-urged-to-add-transit-tod-in-clevelands-opportunity-corridor/

 

Letter with supportive maps/graphics

http://freepdfhosting.com/8f1055f7ad.pdf

 

Note in the letter above there is a map of what GCRTA, NOACA, City of Cleveland, et al agreed to support in the Dual Hub Corridor recommendation for a federal funding application. That not only included the HealthLine, but also the relocation of several Red Line stations. So far, only the Little Italy station has happened. But note where GCRTA et al urged to relocate the East 79th and East 34th stations -- to East 89th (basically Buckeye/Woodland) and East 22nd (now the new Commercial Road bridge area).

 

KJP, is new Commercial Road bridge the thing just south of the entry to the Lorain-Carnegie Bridge?  That would be an interesting spot for a new station.  Would certainly be convenient for Indians fans.  Doesn't seem like there's much else around there, though, to generate a lot of ridership.

 

Yes, that's the Commercial Road. But it's an easier walk from there to St. Vincent Charity Hospital and Tri-C. Look at the area surrounding the new Commercial Road bridge. It's flat, large plots of land and relatively clean. EDIT: see the map below.....

 

I'm surprised the East 79th Blue/Green line station is being considered for closure.

 

It's not. The East 79th Blue/Green Line station will remain open. The station can be made ADA compliant at a low cost, and the surrounding neighborhood can be developed with uses that can produce ridership. The Red Line station area is being developed with a bakery expansion that will produce only 15 new jobs (west side of 79th) and a metal recycling business (east side of 79th).

 

^Re. the East 79th light rial station: OK, good.  Just sloppy reporting by Cleveland.com, I guess.

 

That walk from the Commercial Ave bridge to St Vincents and Tri C still looks fairly long and forbidding to me, with all the bridge underpasses and highway exits, but I guess it would be better than the current location.  Too bad RTA can't just blast through the postal facility and build at 22nd street as the Dual Hub stuff suggested. That would seem to offer the best access.

^Re. the East 79th light rial station: OK, good.  Just sloppy reporting by Cleveland.com, I guess.

 

That walk from the Commercial Ave bridge to St Vincents and Tri C still looks fairly long and forbidding to me, with all the bridge underpasses and highway exits, but I guess it would be better than the current location.  Too bad RTA can't just blast through the postal facility and build at 22nd street as the Dual Hub stuff suggested. That would seem to offer the best access.

 

Consider this: it's a 2,800-foot walking distance from the East 34th CAMPUS station to the closest doorway into Tri-C. But it's only 3,800 feet walking distance from a station at Commercial Road bridge to the corner of University and Literary roads in TREMONT! For comparison, it's 3,300 feet from Sokolowski's to the Ohio City Red Line station!

^ I honestly never even knew there was an E 34th street station? 

 

EDIT:

And I just looked up the E34th station on Google Earth,  It's surrounded by the womens prison, a container yard, and a landfill.  What's up with that?  Is that what was there when the station was constructed?  Definately not TOD.

 

No, that station dates from the 1920s when there was a very viable neighborhood adjacent to this site. It was obliterated first by the Northern Ohio Food Terminal (replaced by the Main Post Office) and then by I-77. The rest came later, including the container yard which was built on the site of Rockefeller's first oil refinery which stood until the 1970s.

I thought I vaguely recalled it being opened and indeed it was the last station built, in 1971.  I used it from time to time during the early 80s, all it was was a platform with a small fare station.  The prison was not yet built and the accompanying bus stop was surrounded by nothing.  It's called "Campus" but it's not within walking distance of either CSU or CCC.

 

Its only real value is as a transfer point short of downtown for the SE bus lines.  I would say either develop this, or shut it.

 

I've been riding the Shaker Rapid regularly since late 1970.  This is an original Shaker Rapid station and what you say is "building" is actually the addition of the Cleveland Rapid portion of the station.  The Cleveland Rapid never stopped at this station before the mid 70s.  I want to say I was in third or four grade when the station was combined and CTS started service at this station.  Yeah, many of you reading this weren't even a twinkle in your parents eyes so I could be off by a few years.

 

This is some old info from memory so it may not be completely accurate as I was we whippersnapper when this took place. I had to check with my Grandfather, but the entire combined SR/CR portion of the system was suppose to be different.  There would be four track service between 79 Street (SR) and 55 St (CR) to TT.  Remember the old 55th street station.  There were three platforms and track on all sides.  Just remember that.  Back to 34 street station.

 

Originally the Cleveland Rapid wanted their station was to be on the southern side of the current 34 Street station as they needed a token booth and turn styles.  Remember you could not transfer at any CTS station back in the day ONLY TT (remember the station name was Terminal Tower back then).  CTS thought the SR  was a mess.  If you've ever used a pre RTA Shaker Rapid Station you know what I mean. Even though this was the "Shaker Rapid" the system as a whole, was in terrible shape. 

 

Somehow it was decided that there would be a combined station, not just at 34 but at 55 street as well.  Both stations I would be three canopied platforms (see above) like the other Cleveland Rapid stations of that time.  The outer platforms (one east and one west) for the Cleveland Rapid the inner lower platform for the shaker trains because they ran opposite from east 55 to TT. This was needed because Cleveland rapid had express service from the Airport to UC.  And the SR had various express services from TT to SS.  There was a big turn around in SS.  SR also had express to Warrensville via the Van Aken line.  Something that wasn't a problem when only the SR ran on this portion of the system.  Throughout my life Express service was reduced to the point where it was eliminated.  If you are at 34 and you look out the window you can see the foundation of what was to be a second platform.

 

Somehow CTS/SR couldn't agree on anything and what was built/added was one high level platform.  To reach the HL platform you had to pay a fare.  But it did have a temporary Canopy, while the SR had wooden benches.  SR passengers were not protected from the elements.  I clearly remember that the Red Line Platform had token booth Clerk and two turnstyles and was much nicer than the lower Shaker Platform.

^ I honestly never even knew there was an E 34th street station? 

 

EDIT:

And I just looked up the E34th station on Google Earth,  It's surrounded by the womens prison, a container yard, and a landfill.  What's up with that?  Is that what was there when the station was constructed?  Definately not TOD.

 

No, that station dates from the 1920s when there was a very viable neighborhood adjacent to this site. It was obliterated first by the Northern Ohio Food Terminal (replaced by the Main Post Office) and then by I-77. The rest came later, including the container yard which was built on the site of Rockefeller's first oil refinery which stood until the 1970s.

I thought I vaguely recalled it being opened and indeed it was the last station built, in 1971.  I used it from time to time during the early 80s, all it was was a platform with a small fare station.  The prison was not yet built and the accompanying bus stop was surrounded by nothing.  It's called "Campus" but it's not within walking distance of either CSU or CCC.

 

Its only real value is as a transfer point short of downtown for the SE bus lines.  I would say either develop this, or shut it.

 

I've been riding the Shaker Rapid regularly since late 1970.  This is an original Shaker Rapid station and what you say is "building" is actually the addition of the Cleveland Rapid portion of the station.  The Cleveland Rapid never stopped at this station before the mid 70s.  I want to say I was in third or four grade when the station was combined and CTS started service at this station.  Yeah, many of you reading this weren't even a twinkle in your parents eyes so I could be off by a few years.

 

This is some old info from memory so it may not be completely accurate as I was we whippersnapper when this took place. I had to check with my Grandfather, but the entire combined SR/CR portion of the system was suppose to be different.  There would be four track service between 79 Street (SR) and 55 St (CR) to TT.  Remember the old 55th street station.  There were three platforms and track on all sides.  Just remember that.  Back to 34 street station.

 

Originally the Cleveland Rapid wanted their station was to be on the southern side of the current 34 Street station as they needed a token booth and turn styles.  Remember you could not transfer at any CTS station back in the day ONLY TT (remember the station name was Terminal Tower back then).  CTS thought the SR  was a mess.  If you've ever used a pre RTA Shaker Rapid Station you know what I mean. Even though this was the "Shaker Rapid" the system as a whole, was in terrible shape. 

 

Somehow it was decided that there would be a combined station, not just at 34 but at 55 street as well.  Both stations I would be three canopied platforms (see above) like the other Cleveland Rapid stations of that time.  The outer platforms (one east and one west) for the Cleveland Rapid the inner lower platform for the shaker trains because they ran opposite from east 55 to TT. This was needed because Cleveland rapid had express service from the Airport to UC.  And the SR had various express services from TT to SS.  There was a big turn around in SS.  SR also had express to Warrensville via the Van Aken line.  Something that wasn't a problem when only the SR ran on this portion of the system.  Throughout my life Express service was reduced to the point where it was eliminated.  If you are at 34 and you look out the window you can see the foundation of what was to be a second platform.

 

Somehow CTS/SR couldn't agree on anything and what was built/added was one high level platform.  To reach the HL platform you had to pay a fare.  But it did have a temporary Canopy, while the SR had wooden benches.  SR passengers were not protected from the elements.  I clearly remember that the Red Line Platform had token booth Clerk and two turnstyles and was much nicer than the lower Shaker Platform.

 

Interesting.  I recall (now) that when I was living at Case, I would occasionally head out to Thistledown for an afternoon to meet up with a couple friends of mine that were regulars.  I still can't remember exactly why, but transferring from the Red Line to Van Aken was such a PITA at 55th that I would typically do so at 34th.

 

The more relevant question at this time would be how well the 55th station will mesh with buses running up and down the OC.  IMO, it's a no-brainer to have a regular route going back and forth between these two stations.

In the pre-Tower City days, we also used to transfer to the "Cleveland Rapid" from the Shaker Rapid at E. 55 when heading to the Airport.  We did so to avoid the crowds and get a good seat, esp with bags.  But indeed it was a PITA because you had to go out of the Shaker station, onto E. 55 street, walk over the tracks and then reenter the Red Line station.  This was a holdover from when the CTS and Shaker Rapids were separate agencies and collected fares separately.  For some reason, we never used E. 34 -- it just seemed in a more desolate, unsafe area (although E. 55 wasn't great shakes, at least it was a busy traffic area anyway).

In the pre-Tower City days, we also used to transfer to the "Cleveland Rapid" from the Shaker Rapid at E. 55 when heading to the Airport.  We did so to avoid the crowds and get a good seat, esp with bags.  But indeed it was a PITA because you had to go out of the Shaker station, onto E. 55 street, walk over the tracks and then reenter the Red Line station.  This was a holdover from when the CTS and Shaker Rapids were separate agencies and collected fares separately.  For some reason, we never used E. 34 -- it just seemed in a more desolate, unsafe area (although E. 55 wasn't great shakes, at least it was a busy traffic area anyway).

That ramp was ridiculous.  34 seemed busy during the school day, as lot of students would use this station, but any other time it was dead.  You and I are old enough to remember what it was like before the post office and the prison were built.

.... You and I are old enough to remember what it was like before the post office and the prison were built.

 

Yes ... unfortunately!

.... You and I are old enough to remember what it was like before the post office and the prison were built.

 

Yes ... unfortunately!

 

.....and KJP!  LMAO

.... You and I are old enough to remember what it was like before the post office and the prison were built.

 

Yes ... unfortunately!

 

.....and KJP!  LMAO

Me too!

 

.... You and I are old enough to remember what it was like before the post office and the prison were built.

 

Yes ... unfortunately!

 

.....and KJP!  LMAO

 

Hey!  :whip:

http://www.clevescene.com/cleveland/opportunity-nowhere-the-beginners-guide-to-being-outraged-over-the-330-million-opportunity-corridor/Content?oid=4333239

 

Cleve Scene wrote a pretty extensive piece on the OC... thoughts?

^ Nice article. The lack of public involvement during early planning is the biggest problem with this project. They immediately dismissed the clearest and simplest path between 490 and UC. Alternative 1 (Woodland to E105) would have alleviated much of the traffic issues without displacing residents and making new connectivity problems. Why make the streets dead ends? They could just as easily be right-turn only onto the OC. Then people could use designated U-turn intersections around the median.

 

Even the goals of the Opportunity Corridor itself are not being met. The first goal of the corridor is to improve "system linkage" and connections among the roads. The Opportunity Corridor will actually create nine new dead ends. You wouldn't know this from looking at the OC graphic provided by ODOT that has been used in the Plain Dealer, on the OC's website and public information. Instead, ODOT has consistently used a cartoonish graphic of the corridor that is not only hard to evaluate, but that also conveniently leaves off the cul-de-sac symbol in the legend, meaning that the public has no way of knowing from looking at this graphic that nine streets would become dead ends.

 

http://www.clevescene.com/cleveland/opportunity-nowhere-the-beginners-guide-to-being-outraged-over-the-330-million-opportunity-corridor/Content?oid=4333239

 

Cleve Scene wrote a pretty extensive piece on the OC... thoughts?

 

I don’t really see anything new or unique in here.  One point that seems to be stressed is the idea of repairing/replacing existing roads rather than building this new one.

 

The problem there is that it’s already difficult to drive to the Circle.  To tear apart a major route there would make it much moreso, for a significant period of time.

http://www.clevescene.com/cleveland/opportunity-nowhere-the-beginners-guide-to-being-outraged-over-the-330-million-opportunity-corridor/Content?oid=4333239

 

Cleve Scene wrote a pretty extensive piece on the OC... thoughts?

 

I don’t really see anything new or unique in here.  One point that seems to be stressed is the idea of repairing/replacing existing roads rather than building this new one.

 

The problem there is that it’s already difficult to drive to the Circle.  To tear apart a major route there would make it much moreso, for a significant period of time.

 

Yeah, I guess that 10-minute, light-traffic, timed-light UC drive up Carnegie from downtown is really "difficult".

^ East Shoreway to MLK. Maybe the nicest drive in the city.

Yeah, as someone who makes the drive from downtown to or through University Circle all the time, I've always thought it's laughable that people think it's a tough drive.  I'll bet the Opportunity Corridor takes just as long as taking Carnegie if not longer.

Yeah, as someone who makes the drive from downtown to or through University Circle all the time, I've always thought it's laughable that people think it's a tough drive.  I'll bet the Opportunity Corridor takes just as long as taking Carnegie if not longer.

 

The road signage has gotten much better over the years. I mean it's confusing. I'm still waiting for them to inform poor out-of-towners that MLK inexplicably branches off to the right at a 90 degree angle ha ha.

Yeah, as someone who makes the drive from downtown to or through University Circle all the time, I've always thought it's laughable that people think it's a tough drive.  I'll bet the Opportunity Corridor takes just as long as taking Carnegie if not longer.

 

It's amazing that people that willingly chose to live far away from what has become one of the fastest-growing job centers in the region are now complaining about a lack of access.  Get real.  Those of us who have lived in the eastern suburbs and have been appreciating UC for decades have never had any problem getting there.

 

This new highway is garbage.

Yeah, as someone who makes the drive from downtown to or through University Circle all the time, I've always thought it's laughable that people think it's a tough drive.  I'll bet the Opportunity Corridor takes just as long as taking Carnegie if not longer.

 

My sister-in-law works at the Cleveland Clinic at UC. She says it regularly takes her 1-1.5 hours to drive to/from work. Then again...... She lives in Mantua!

 

Hello, sis?!? MOVE CLOSER!

Cedar to E105 to Quincy to e55 is actually a pretty pleasant drive, very few lights and nice smooth roads.

 

I do wish the Carnegie lights were timed better, I've made that drive for years and there are a lot of (seemingly unnecessary) stops. It would make a big difference.

 

East Shoreway to MLK is great too but in the morning it can be rough getting onto MLK (exits often backup and spill onto 90) and they've really done a poor job until recently with the traffic management at the traffic circle near the VA. Plus in the evening, if you want 90W it's nice to avoid the jammed up innerbelt (hence why I do Quincy to e55).

 

There really are several existing options, I feel like making some tweeks could go a long way. Not sure an entire new roadway is necessary but I'm not a traffic engineer.

 

It's also a mystery to me why more people don't do the rapid to UC. I was really excited to do that from the West side but had to move for other reasons and figured I'd head to the East side while I was at it.

^ East Shoreway to MLK. Maybe the nicest drive in the city.

 

If you live that far north.  MLK's in dire need of repairs as well.

It's also a mystery to me why more people don't do the rapid to UC. I was really excited to do that from the West side but had to move for other reasons and figured I'd head to the East side while I was at it.

 

The usual reasons people avoid transit.  Plus the stations are on the peripheries (for now) and in the case of UC Cedar, if one doesn't know how to get through the Case Quad buildings the only option is a tunnel on Cedar that can be a real splash trap in poor weather.  It's little things that add up.

^ East Shoreway to MLK. Maybe the nicest drive in the city.

 

If you live that far north.  MLK's in dire need of repairs as well.

They just repaved MLK, right?