FYI: staff just added the latest station rendering for East 116th at the above link. I think there needs to be a second stairwell on the south side of the tracks as well....

 

^how come...why can't people just walk up and down the ramp?

^Perhaps a non-functioning escalator like at West Blvd will suffice?

I think the one staircase will be sufficient with the ramp and crossover, and I like that there will be a second entrance across from St. Luke's.

^how come...why can't people just walk up and down the ramp?

 

Because ramps take longer to use and, for many of us with bad knees, ramps are more difficult than stairs. Give me the shortest distance between two points or I'll jump the fence between the tracks to use the closest, fastest way out of this below-street station.

^you shouldn't be jumping fences with your bad knees :wink:

FYI: staff just added the latest station rendering for East 116th at the above link. I think there needs to be a second stairwell on the south side of the tracks as well....

 

This is not a red line station correct?

 

EDIT: Never mind question answered.

^how come...why can't people just walk up and down the ramp?

 

Because ramps take longer to use and, for many of us with bad knees, ramps are more difficult than stairs. Give me the shortest distance between two points or I'll jump the fence between the tracks to use the closest, fastest way out of this below-street station.

 

There's also the "hurrying for the train" factor....

^you shouldn't be jumping fences with your bad knees :wink:

 

It's not the jumping up and down, it's the high mileage.... :)

FYI: staff just added the latest station rendering for East 116th at the above link. I think there needs to be a second stairwell on the south side of the tracks as well....

 

 

Hate this design... I'm not wild about the goofy ramps at Woodhill, but to build long ramps into a narrow trench like this is?  Come on!  I find it hard to believe these types of ramps are ADA compliant given these ramps' extreme length leading to the potential exhaustion by any disabled person not using a motorized chair of some type... More damning though is the stark disparities in elevator/non-elevator choices... The E. 116 station area logistics are nearly exactly the same as Lee Road's Blue Line stop's, even down the rising gentle curve as trains depart both stations westbound... And E. 116 handles more traffic... So why can't RTA shell out/seek FTA funding for elevators at E. 116, instead opting for these stupid ramps, while simultaneously building an elaborate double-elevator at Lee Road which probably sees half the traffic? 

 

Could it be that E.116 lies in a moderate-to-lower income track inside Cleveland while Lee Road serves moderate to upper middle folks in Shaker Heights?  Probably so... and it sucks. 

You sure about the station boardings differences between East 116th vs. Lee/Van Aken Road?

You sure about the station boardings differences between East 116th vs. Lee/Van Aken Road?

 

I don't have exact figures, but the per-train boarding appears to be similar so, given the fact that twice the number of trains pass through E.116 than Lee Road, this would tilt the scales toward E. 116 even if the per train boarding was slightly in favor of Lee Road, which I don't believe it is... But are you saying the decision to forego elevators at E. 116 while simultaneously building them at Lee Road is based on the respective rider numbers? And if that's the case, why was an elevator (versus ramp) built at Quincy Ave with the seemingly low rider numbers there... along with the decision build a second elevator for the E. 105/Quincy Red Line station, once the widened E. 105/OC is built?

But are you saying the decision to forego elevators at E. 116 while simultaneously building them at Lee Road is based on the respective rider numbers? And if that's the case, why was an elevator (versus ramp) built at Quincy Ave with the seemingly low rider numbers there... along with the decision build a second elevator for the E. 105/Quincy Red Line station, once the widened E. 105/OC is built?

 

The difference is that GCRTA doesn't do at-grade pedestrian track crossings on the Red Line owing to its high-level platforms. East 34th will be the exception because they can do the at-grade crossing to the low-level portion of the platform for the light-rail Shaker trains. Of course, they could always ramp up from the at-grade crossing to the high-level platform at any station. But for whatever reason that's not been a consideration.

:wtf:

 

Would someone do an update of how the 116 St. station should be.

:wtf:

 

Would someone do an update of how the 116 St. station should be.

 

In addition to what's already been posted? Not sure there's anything more to say at this point.

I think the design as proposed is pretty good. I would like to see the station have more of a presence on East 116th Street, but I think the access arrangements are reasonable. The other track-level crossings I am personally familiar with work pretty well, and I think the St. Luke's connection adds great utility. I hope that St. Luke's path will remain open during winters like the one we are now experiencing, which may require some help outside of RTA. Elevators are better than ramps, of course, but they are so prone to breakdowns that they make the stations completely unusable to some passengers on certain days. Work to repair the elevator at West 25th on the Red Line, for example, has been going on for weeks.

Work to repair the elevator at West 25th on the Red Line, for example, has been going on for weeks.

 

Same deal at West Blvd. Seems that elevator or the escalator is always under repair. The amount of salt that probably get in the escalator has to be substantial.

I apologize in advance for the stupid questions but it's been probably a decade since I've been on the redline and I have a few questions. I plan on taking the rapid downtown for work soon and I don't want to struggle during my commute.

 

1.  Are the fare machines really that bad? I've heard some pretty negative comments on this site. The last time I rode RTA I had a upass and didn't have to deal with the machines.

 

2. If I purchase fare cards from a source other than the machines where do I activate the cards? I plan on riding from Triskett or W117 to Tower City. Is there a machine at each station to activate?

 

3. At Tower City do I have to swipe to my fare card to enter and exit the redline? It looks like the redline is a proof of payment/honor system except Tower City. I used to ride the healthline frequently which was strictly proof of payment but it looks like the redline is a little different.

 

Thanks in advance!

 

1. Fare machines are much better than they were for reasons described at the other thread. If you're riding every day, buy a weekly or monthly pass. The longer-duration pass you buy, the bigger the discount is.

 

2. Yes, there is a small machine atop a stand that's separate from the fare machines where you can activate a fare card.

 

3. Yes. Your description of the Red Line as a hybrid proof-of-payment system is accurate.

I think the design as proposed is pretty good. I would like to see the station have more of a presence on East 116th Street, but I think the access arrangements are reasonable. The other track-level crossings I am personally familiar with work pretty well, and I think the St. Luke's connection adds great utility. I hope that St. Luke's path will remain open during winters like the one we are now experiencing, which may require some help outside of RTA. Elevators are better than ramps, of course, but they are so prone to breakdowns that they make the stations completely unusable to some passengers on certain days.

 

As I mentioned, I don't like the ramps, especially going down into a narrow trench/open cut like the one at E. 116.  I'd much rather deal with the potential for elevator breakdowns which, btw, would be lessened impact-wise if there are a pair of elevators as projected (I believe) at the new Lee Rd Blue line station; therefore, in case of a breakdown, disabled individuals can ride the working elevator then crossover the tracks at the lower level for trains heading in the desired direction. ... As for the opening in front of the St. Luke's senior's facility, the City of Cleveland would then be on the hook for adding a traffic light at that location (and given that the City has been eliminating traffic lights throughout the City by the hundreds in recent years, I'm sure there would be a lot of teeth gnashing about adding a new one).  No way can seniors, disabled persons ... or anybody else, can safely navigate crossing Shaker at that point with the traffic, esp given that it's heading downhill there.

Well, not only seniors would use the crosswalk to St. Luke's, and mid-block crosswalks are beginning to take hold in Cleveland. The kinds of crosswalks I am referring to do not require traffic lights.

 

When I moved here 18 years ago, the Coventry crosswalks were anomalous in the region, but now crosswalks are in place elsewhere, such as in front of the market on W. 25th St., and drivers are beginning to get used to them.

I see a number of you have comments about the East 116th Street design. I hope you voiced your concerns at the meeting. If you missed the meeting, please send your comments to [email protected].

Re: Public Square

 

RTA's March 1 service changes includes all the changes to the Public Square bus stops and service changes. Those changes will take place on March 1, regardless of when the Square actually closes.

 

10 bus stops have been moved from Public Square to nearby streets.

 

There will be staff out to educate customers next week, both on Public Square and inside the Tower City Station.

 

To find out more, go to www.rideRTA.com, and click on the banner image.

RTA started the year with a 5.1 percent ridership increase in January 2015 over January 2014. Every mode of transit saw an increase.

 

Systemwide: 3.8 million rides, an increase of 187,000 total rides, or about 11,000 more rides each day. January 2014 was marked extreme cold and heavy snow, and many schools and businesses closesd.

 

Bus: An increase 5.3 percent or 152,000 rides.

 

HealthLine: An increase of 8 percent, or 28,000 more rides than last year.

 

Cleveland State Line: In its first full month, it carried 16 percent more riders than the 55 routes it replaced. Ridership was 43,000 in January on Cleveland's second BRT service.

 

Red Line: With 550,000 riders, it was the highest total since January 1988, and the third straight year of 500,000+ rides in January. Total Rapid ridership increased 4.6 percent, or 33,000 rides.

 

Trolleys: Average daily ridership was 6,318, an 11 percent increase. Total ridership was up 3.2 percent. The C-Line trolley saw an 87 percent increase on evenings and weekends, and the NineTwelve trolley (rush hours only) gained 106 percent more riders.

^ That's what I'm talking about baby!

RTA started the year with a 5.1 percent ridership increase in January 2015 over January 2014. Every mode of transit saw an increase.

 

Systemwide: 3.8 million rides, an increase of 187,000 total rides, or about 11,000 more rides each day. January 2014 was marked extreme cold and heavy snow, and many schools and businesses closesd.

 

Bus: An increase 5.3 percent or 152,000 rides.

 

HealthLine: An increase of 8 percent, or 28,000 more rides than last year.

 

Cleveland State Line: In its first full month, it carried 16 percent more riders than the 55 routes it replaced. Ridership was 43,000 in January on Cleveland's second BRT service.

 

Red Line: With 550,000 riders, it was the highest total since January 1988, and the third straight year of 500,000+ rides in January. Total Rapid ridership increased 4.6 percent, or 33,000 rides.

 

Trolleys: Average daily ridership was 6,318, an 11 percent increase. Total ridership was up 3.2 percent. The C-Line trolley saw an 87 percent increase on evenings and weekends, and the NineTwelve trolley (rush hours only) gained 106 percent more riders.

Thanks! Very nice numbers! It's funny, I was just thinking about RTA ridership.

^That's good news... but is there a rider breakdown for weekday vs. Sat, Sunday ridership on the different services: bus, HL, trolleys, Red Line, Blue/Green/Waterfront, etc?

Great news, Jerry. Tweeting it now.

Jerry, can you share the raw Jan '15 ridership numbers for light rail, the CSU line, and the HealthLine?

 

That Red Line ridership stat is amazing, especially given how much overall ridership has dropped since 1988. 

 

One very interesting trend: The oldest ridership data broken down by mode I could quickly find on line was from 1996, and that year, in January, the Red Line provided only about 8% of all passenger trips. In 2015, the Red Line provided about 14% of all passenger trips. This is due in part to higher Red Line ridership and lower overall system ridership.

Other long term trends:

 

*Red Line ridership in 2013 (the last year with complete data at APTA) was 25% higher than in 1996 (the earliest year in the APTA data on line), which is awesome.

*Green/Blue Line ridership in 2013 was 25% lower than in 1996, which is horrific.  Light rail ridership really never recovered after the dot com recession in 2000-2001.

*All other service (different kinds of bus) in 2013 was 20% lower than in 1996.

Other long term trends:

 

*Red Line ridership in 2013 (the last year with complete data at APTA) was 25% higher than in 1996 (the earliest year in the APTA data on line), which is awesome.

*Green/Blue Line ridership in 2013 was 25% lower than in 1996, which is horrific.  Light rail ridership really never recovered after the dot com recession in 2000-2001.

*All other service (different kinds of bus) in 2013 was 20% lower than in 1996.

 

Wow, the Red Line stats are remarkable - the Little Italy station will probably bump them even higher.

 

Is the "all other service" category at least on an ascending trajectory?

Here's a little chart I put together with the ridership of each category indexed at 1996 levels:

 

 

RTA apparently didn't submit data in 2006, so I just omitted that year.

 

I have no idea what happened in 2007, but I suspect it was the combination of overall economic strength and the Tribe's and Cavs' deep playoff runs. Hopefully that happens again in 2015 :)

 

The "Other" category is pretty broad; it includes BRT (which didn't exist in 1996), regular bus service, park and ride, trolleys, and paratransit.

 

EDIT: all data is from APTA (the 4th quarter reports have full year counts): http://www.apta.com/resources/statistics/Pages/RidershipArchives.aspx

*Green/Blue Line ridership in 2013 was 25% lower than in 1996, which is horrific.  Light rail ridership really never recovered after the dot com recession in 2000-2001.

 

It also reflects that the eastern Heights aren't as downtown-oriented anymore. Instead, the two largest commuter flows are to the I-271 office corridor and to University Circle. Attempts to address this with the Blue Line extension/University Circle Express (UCX) bus service haven't attracted much local interest among stakeholder groups and civic leaders. I've often felt that running half of the HealthLine buses up Fairhill/Stokes to Shaker Square would get some interest.

*Green/Blue Line ridership in 2013 was 25% lower than in 1996, which is horrific.  Light rail ridership really never recovered after the dot com recession in 2000-2001.

 

It also reflects that the eastern Heights aren't as downtown-oriented anymore. Instead, the two largest commuter flows are to the I-271 office corridor and to University Circle. Attempts to address this with the Blue Line extension/University Circle Express (UCX) bus service haven't attracted much local interest among stakeholder groups and civic leaders. I've often felt that running half of the HealthLine buses up Fairhill/Stokes to Shaker Square would get some interest.

 

That's a really good idea, particularly with as few intervening stops as is practical.  Not as ideal as running one of the lines to UC instead of downtown, but very good.

 

The entire area isn't as downtown oriented as it used to be.

Other long term trends:

 

*Red Line ridership in 2013 (the last year with complete data at APTA) was 25% higher than in 1996 (the earliest year in the APTA data on line), which is awesome.

*Green/Blue Line ridership in 2013 was 25% lower than in 1996, which is horrific.  Light rail ridership really never recovered after the dot com recession in 2000-2001.

*All other service (different kinds of bus) in 2013 was 20% lower than in 1996.

 

Unfortunately, there's been little growth on the original Blue/Green lines (not counting the Waterfront Line).  For example, the "newest" substantial multi-unit building along the Shaker Lines was the Chelsea condo building on Warrensville Rd. that went up in 1982... The very nice Sussex Court townhouses on Chagrin in the early 2000s did help, ... but that's been about it for new, high density housing along the Blue/Green lines... These lines serve older areas where, because of the extreme decay and light population in/around most stations west of Shaker Square, the lines are still mainly bedroom-to-downtown commuter rail lines and with the corporate disappearance from downtown -- from Sohio/BP's consolidation and departure to the consolidation of banks to Eaton's kick in the solar plexus by moving out to Chagrin Highlands, commuting to downtown dropped sharply. 

 

The refusal to extend the Green Line a measly 1.5 miles to I-271 to the mode-mixer parking lot/access ramp was a horrible blow (thank you Norm Krumholz!) -- not only would the Green Line have drawn from a much wider area there was the potential for more concentrated Beachwood office development near the outer stations... The City of Shaker Heights didn't help matters much with it's late 1980s redesign of the Chagrin-Lee-Avalon shopping district... It could have shot for a tight, mixed-use Coventry/Cedar Lee type area; instead, planners built a backwards-looking mini-Southgate strip center, removing the sidewalk-oriented buildings along Chagrin and moving stores back behind a sea of asphalt parking...

 

There is hope for the light rail division, though... The revitalized FEB will pump in some new life to the skimpy WFL ride numbers as will such future projects like the new Lake Front office/housing plan in/around the Stadium and Rock Hall as well as (hopefully) the proposed North Coast Transportation Center... The new Van Aken mixed use ped-oriented development underway at the Blue Line terminal should help as well. 

 

I'm guessing that some of the steep commuting drop-off has been offset by the growth of leisure/recreational travel given downtown's growth in that area.  A number of Shaker riders, myself included, transfer for the 1-stop Red Line Ohio City stop... Ohio City is like a part of downtown anyway.

 

I'm guessing that some of the steep commuting drop-off has been offset by the growth of leisure/recreational travel given downtown's growth in that area.  A number of Shaker riders, myself included, transfer for the 1-stop Red Line Ohio City stop... Ohio City is like a part of downtown anyway.

 

Perhaps, but the last departure from Tower City is about 12:30am.

 

I'm guessing that some of the steep commuting drop-off has been offset by the growth of leisure/recreational travel given downtown's growth in that area.  A number of Shaker riders, myself included, transfer for the 1-stop Red Line Ohio City stop... Ohio City is like a part of downtown anyway.

 

Perhaps, but the last departure from Tower City is about 12:30am.

 

Yeah, I know E Rocc... I won't even go there...

 

I'm guessing that some of the steep commuting drop-off has been offset by the growth of leisure/recreational travel given downtown's growth in that area.  A number of Shaker riders, myself included, transfer for the 1-stop Red Line Ohio City stop... Ohio City is like a part of downtown anyway.

 

Perhaps, but the last departure from Tower City is about 12:30am.

 

Yeah, I know E Rocc... I won't even go there...

It hit me from the other direction.  Even the earliest bus from Bedford would not get me to work on time in Brooklyn.

 

If you want to be a world class public transportation system, you need to run your major routes 24-7.

Apologies if this is the wrong thread... I have some 5-ride passes that are from 2013 but still have rides left on them.  No expiration date is given on the passes themselves.  Are they still good?

 

I'm guessing that some of the steep commuting drop-off has been offset by the growth of leisure/recreational travel given downtown's growth in that area.  A number of Shaker riders, myself included, transfer for the 1-stop Red Line Ohio City stop... Ohio City is like a part of downtown anyway.

 

Perhaps, but the last departure from Tower City is about 12:30am.

 

Yeah, I know E Rocc... I won't even go there...

It hit me from the other direction.  Even the earliest bus from Bedford would not get me to work on time in Brooklyn.

 

If you want to be a world class public transportation system, you need to run your major routes 24-7.

 

E Rocc, are you aware of what RTA routes DO run 24/7? That would be the #1, #3, HealthLine, #10, #14, #19, #22, #26, #28, #30, #41, #48, and #81. Quite the breadth and depth of service.

 

If your characterization of "major routes" is meant to only include rail, well, rail runs on a restricted right-of-way, and that right-of-way requires maintenance. The short downtime window currently afforded our rail lines is the best time for much of that maintenance to occur.

@GCRTA  ·  22m 22 minutes ago

Power has been restored on the Light Rail, however, MAJOR DELAYS on Blue & Green Line until service can be fully restored.

 

I feel like we've seen major delays on the Rapid almost every single day lately...

@GCRTA  ·  22m 22 minutes ago

Power has been restored on the Light Rail, however, MAJOR DELAYS on Blue & Green Line until service can be fully restored.

 

I feel like we've seen major delays on the Rapid almost every single day lately...

 

This winter (and last) has been a major disappointment. Meanwhile, the colder weather in Minneapolis doesn't interrupt its rail service. And it's not just that it's a newer system. That's a big part of it, sure. But it's also about maintenance and making major investments. GCRTA offers no major funding plan. Instead, it plays the victim.

@GCRTA  ·  22m 22 minutes ago

Power has been restored on the Light Rail, however, MAJOR DELAYS on Blue & Green Line until service can be fully restored.

 

I feel like we've seen major delays on the Rapid almost every single day lately...

 

This winter (and last) has been a major disappointment. Meanwhile, the colder weather in Minneapolis doesn't interrupt its rail service. And it's not just that it's a newer system. That's a big part of it, sure. But it's also about maintenance and making major investments. GCRTA offers no major funding plan. Instead, it plays the victim.

 

That's the frustrating part. I listened to that transit discussion on Idea Stream the other day, and Calabrese seemed content with the explanation that stuff like this should just be expected in winter. He pointed to Boston saying that they shut down the T but RTA hasn't ever had a system wide shut down due to weather. (There's a difference between shutting down temporarily for a huge storm and consistently breaking down for short periods. I'd much rather take the former). He also said that maybe when weather is bad, people should leave earlier and try to catch the earlier train than they normally would. I'm sorry, but if you tout your rail system as a more reliable way to get around than by car, but then aren't able to deliver a level of consistency, you aren't going to be gaining any riders. Yes, stuff happens that can't be avoided, but the issues with the Rapid lines this year are just unacceptable.

 

Edit: Here is the link to the above mentioned transit discussion on WCPN: http://www.ideastream.org/soi/entry/68102

doesn't all transportation slow in bad weather (cars, planes, bikes, walking)?  If I am driving a car in bad weather to work I am leaving earlier.  Does not sound like an unreasonable request when it comes to public transportation.

How's Minneapolis doing? I have a friend who recently moved from there and takes (er, took) the Rapid here but got tired of the repeated service disruptions. Now she drives. Won't take the bus. She says she can't recall a time when the light-rail in Minneapolis didn't run in the snow and worse cold than what we have. Yes, Minneapolis' system is newer, so it has constant-tension electric lines that remain at the proper sag/taught regardless of the temperature without constant maintenance by linemen who must adjust the wires (as we must do here -- is that work being done? The frequent power outages say otherwise. Also our trains need replacement with ones that have ECP (Electronically Control Pneumatic) brakes. True the current trains can stop in cold weather if they were maintained properly. The snow/cold weather exposes old systems and maintenance issues. It is very unforgiving.

doesn't all transportation slow in bad weather (cars, planes, bikes, walking)?  If I am driving a car in bad weather to work I am leaving earlier.  Does not sound like an unreasonable request when it comes to public transportation.

 

I don't disagree with that. But when the caller asked Calabrese what can we do to make the light rail more reliable, he immediately went into excuse making mode (Look at Boston, we can't control the weather, we can't control water main breaks, etc). He then said RTA is investing in upgrading the system and then as examples talked about rebuilding stations, at grade crossings, and replacing railroad ties. That's all great, but those things don't help with the issues that have been facing the rail lines this winter.

 

But to your point about bad weather, it can be sunny skies yet 2 degrees and a commute via car would be fine. Yet, that causes problems for rail. Between bad weather and cold air, that is a huge percentage of the days during the winter.

Boston was cited, but how have other rail systems performed in the cold and snowy Midwest? Is our experience comparable with theirs? All keep daily route-specific service logs in their operations centers. It would be interesting to compare the rail systems.

Boston was cited, but how have other rail systems performed in the cold and snowy Midwest? Is our experience comparable with theirs? All keep daily route-specific service logs in their operations centers. It would be interesting to compare the rail systems.

 

In fairness to RTA, Cleveland has had more snow this year--more than twice as much as the Twin Cities, for example--than any of the other Midwestern cities with rail, which, of course, are not very numerous. I haven't lived there in years, but I remember during my decade of life in Chicago that its rail system--the L, anyway--was sometimes nearly disabled by the wintertime weather.

 

I have experienced some delays in RTA's rail service this winter but none have been extraordinary. On the other hand, there was a day a month or so ago when I drove to work and spent a good two hours in east-side gridlock on the way home; it was a day when it was snowing during the evening rush hour.

This winter (and last) has been a major disappointment. Meanwhile, the colder weather in Minneapolis doesn't interrupt its rail service. And it's not just that it's a newer system. That's a big part of it, sure. But it's also about maintenance and making major investments. GCRTA offers no major funding plan. Instead, it plays the victim.

 

This is an incredible statement and a horrible indictment of RTA management, which seemingly can't do enough chest-thumping about that 2007 "Best Transit System in North America" designation -- no matter how specious the designation's origin may be -- or the constant national fawning over the Health Line, much of which has been generated by anti-rail "think" tanks.

Boston was cited, but how have other rail systems performed in the cold and snowy Midwest? Is our experience comparable with theirs? All keep daily route-specific service logs in their operations centers. It would be interesting to compare the rail systems.

 

In fairness to RTA, Cleveland has had more snow this year--more than twice as much as the Twin Cities, for example--than any of the other Midwestern cities with rail, which, of course, are not very numerous. I haven't lived there in years, but I remember during my decade of life in Chicago that its rail system--the L, anyway--was sometimes nearly disabled by the wintertime weather.

 

I have experienced some delays in RTA's rail service this winter but none have been extraordinary. On the other hand, there was a day a month or so ago when I drove to work and spent a good two hours in east-side gridlock on the way home; it was a day when it was snowing during the evening rush hour.

 

It's not so much the snow that has been causing issues, but rather the cold temperatures.

Snow isn't the problem. It's the cold. The cold affects the brakes and wires, and with proper maintenance and attention to detail, they would not be a problem. The age of the system only means it is expensive and time-consuming to maintain. It can be done, but there's a high cost that comes with it. And it is maintenance work not being done.

 

In the absence of ECP brakes, Red Line trains have a "snow brake" which is designed to keep gentle pressure on the brake pads so they don't get fouled by snow and ice buildup during operation. This also heats the brakes to allow proper friction in icy weather. But operators aren't using them for whatever reason. My hunch is that using them means having to replace them with greater frequency and thus incurring more expense -- money GCRTA doesn't have.

 

Another example is that, on the afternoon of Feb. 14, a Green Line train derailed at the Green Road station in Shaker Heights. Reportedly, the reason was the train hit a roadway crossing where the "flangeways" (a recessed area along and next to the rails through a road crossing -- flanges are the extended parts of a train's wheel that keep the train on the rail) were not cleared of compacted snow. So the train's flanges rode on top of the packed in snow and ice, lifting the wheels up off the rails and on the roadway. Half of the articulated, or hinged single train car left the tracks, so it looked like a jackknife truck. Here's the kicker -- this was not regular street crossing that's the responsibility of Shaker Heights to clean out. Instead, it was a roadway crossing connecting two  parking lots inside the Green Road station grounds -- that's GCRTA's responsibility.

 

Green and Blue line trains passed over numerous street crossings all day, all maintained by the city, with no problems. Perhaps rather than having to send out a truck or crew to clear this lone crossing, GCRTA could work out a deal with the city to have its salt trucks make a pass through the station grounds on the roadway linking the eastbound and westbound boulevard lanes.