GCRTA has been working on this stretch since perhaps early 2015 and involves more than just the usual replacing of ties, new ballast, tamping to align the rails, etc. Instead it involves improved drainage because the eastbound track is on the south side of the right of way and up against an embankment that's causing the drainage problem. If you'll notice, the slow order zone for the westbound trains is much shorter than for the eastbound trains. GCRTA is doing this work while the rail line is in operation (although not right now, with winter), which means it is taking a lot longer than the S-curve replacement, for example, in which RTA instituted a bus bridge around the work zone for a couple of months.

It was so long ago when that started, I don't remember.

 

I remember it from over the summer, but then it was lifted for a while and I've only just recently noticed that it's back

Ohio sales tax revenues in 2013 and 2014 per taxing district (counties and transit agencies). Note that despite the economic recovery, the sales tax revenues for GCRTA rose by $2.8 million or 1.4% from 2013 to 2014. A mix of reduced costs (not service cuts!) and new revenue sources are needed -- some of GCRTA's cost savings require major capital improvements it can't afford (like more efficient electrical power system for trains, introduction of smart cards, etc)...

 

http://freepdfhosting.com/e03a3f70c9.pdf

As of April 24th, the 51, 20, and 35 buses will all change their route number to the 51 and 51A & 51B. There is an institution on West 25th that is interested in buying the naming rights to the combined 51 routes and thus will operate in a similar fashion to the Cle State Line (except without dedicated lanes, new stations, etc).

 

And here is the list of public meetings scheduled regarding the fare increase/service reduction:

 

Noon-2 p.m., Feb. 29: RTA Main Office, 1240 W. Sixth St.

6-8 p.m. Feb. 29: RTA Main Office, 1240 W. Sixth St

6-8 p.m. March 1: Library, 5255 Library Lane, Maple Heights

6-8 p.m. March 2: Cuyahoga Community College Western Campus, 11000 Pleasant Valley Road, Parma.

Noon-2 p.m., March 3: Zelma George Recreation Center, 3181 Martin Luther King Jr. Dr., Cleveland

5:30-7:30 p.m. March 8: Gunning Recreation Center, 16700 Puritas Ave., Cleveland.

6:30-8:30 p.m. March 9: Library, 5235 Wilson Mills Road, Richmond Heights

 

Also, one more thing. The Red Line will be shut down for a number of weeks soon between West Blvd and West 117th. I don't remember the duration or the exact date that it will happen. This will be for track work directly west of the S-curve area

Also, one more thing. The Red Line will be shut down for a number of weeks soon between West Blvd and West 117th. I don't remember the duration or the exact date that it will happen. This will be for track work directly west of the S-curve area

 

The track conditions through the crossover tracks are terrible. They give riders a storm-at-sea sensation. Glad to see this work, but I'm surprised they aren't extending the shutdown area farther east to focus their efforts on track resurfacing and drainage installation on the south side of the Red Line from West Blvd to Fulton.

We mostly hear that downtown conversion of office space to residential is a good thing. Does anyone know if there might be unintended consequences that will effect mass transit?  This week, I learned of another business downtown moving to Independence, Ohio because the building is being converted from office to residential!

 

So, since so much of our mass transit is geared towards getting people back and forth to work and feeds into downtown, what happens to transit when workplaces leave downtown?  I really can't see RTA having the resources to serve these auto centric office parks in the distant suburbs.  It seems to me that we need workers downtown and offices not just residential.  If ridership falls off going into downtown, RTA might consider cutting service. :wtf:

Just my 2 cents here. Greater Cleveland in many ways, and at least transit wise, is shaped more like a hub and spokes, as opposed to a grid (due to history, geography, density, efficiency). So, moving residences (origins) into the hub is good for them to get places, and offices (destinations) away from the hub is bad. Having their office downtown makes it so that transit rider from Lakewood and Shaker probably have an equal trip. Moving the office outside of the hub, to Independence, would require transit riders to ride into the downtown hub, and then transfer to Independence, unless there are other radial routes available (unlikely). So, I would assume this will increase the net commute time for all transit riders, if you move destinations out of the hub. A worker living downtown that commutes outward would have less congested transit and driving, since they are opposite flow of rush hour.

 

I did a quick test using Mapnificent. 30 minute transit spread from tower city (spider like hub/spokes), vs 30 minute spread from Independence at Rockside (only covers Brecksville Rd / Rockside Rd, with an express that can get you to Tower City). Attached.

http://www.mapnificent.net/cleveland/

 

So, if you are business, you are probably thinking, I bought real estate downtown in the 80's when it was cheap, held on to it for dear life for 3 decades, and now that downtown is hot, I'm cashing in, following the old playbook, moving to the burbs. Quality of life concerns ought to include, how much (time/money) does transport cost my workers, what lunch options are available to workers, do workers have after-work entertainment options (i.e. walk to sporting arena, vs drive downtown). Do I work somewhere energetic like downtown, where I can exchange ideas freely, or do I work in some crappy lifeless office park in the burbs. And does that move help you attract and retain the best and the brightest.

 

I don't see why desire for downtown residency ought to supplant office space. Many areas have idle space. Surface lots, brownfields, underutilized tower. I suppose one building being converted from commercial to residential is part of rezoning, the exception rather than the rule. But, other office spaces could be built / rehabbed downtown. And keeping your space downtown in a vibrant/growing area would only increase your value over time. I'm guessing the developer at the moment sees that they can increase the rent faster for residential as opposed to commercial.

Because many office users prefer Class A space (more modern spaces, amenities, technology etc), that leaves older (50+ years) spaces ripe for conversion to residential. There are substantial subsidies, especially for buildings that are 50+ years old. And then the market for downtown residential is stronger than for downtown office.

I think the offices moving to Independence creates more sprawl, more driving and puts more of the cost on the employees who have to now put more wear and tear on their cars.

I think the offices moving to Independence creates more sprawl, more driving and puts more of the cost on the employees who have to now put more wear and tear on their cars.

 

It depends on the office and the employees.  Independence is actually much closer to the population center of the area than downtown is.  Its traffic is less, and if I am not mistaken space is cheaper.  Parking for employees is free and that offsets the cost of wear and tear on their cars.

 

Unless a company has a business reason for locating downtown, in many cases Independence makes more sense.

 

I know most search firms, for example, have moved.  It's more convenient for both applicants and employers, particularly in manufacturing.

The Independence office district, in its present crude form, makes sense only if we have completely given up on universal accessibility and have accepted that the only way we can move around, even across small distances, is within personal appliances weighing close to two tons. There is no public realm whatsoever, no pleasant or safe place to walk, and the office buildings do not seem to be designed for long life. The architecture is excruciatingly unpleasant, and here and there you see evidence of a truly degraded natural environment. It's ironic that access to the Towpath Trail is nearby. From there, one can escape to our national park, which, if it had not been set aside, would probably be much like the visual misery of the Independence office district. The park provides evidence of what Denise Levertov once called "...the great body not torn apart, though raked and raked by our claws."

The Independence office district, in its present crude form, makes sense only if we have completely given up on universal accessibility and have accepted that the only way we can move around, even across small distances, is within personal appliances weighing close to two tons. There is no public realm whatsoever, no pleasant or safe place to walk, and the office buildings do not seem to be designed for long life. The architecture is excruciatingly unpleasant, and here and there you see evidence of a truly degraded natural environment. It's ironic that access to the Towpath Trail is nearby. From there, one can escape to our national park, which, if it had not been set aside, would probably be much like the visual misery of the Independence office district. The park provides evidence of what Denise Levertov once called "...the great body not torn apart, though raked and raked by our claws."

 

No.  it wouldn't.  The Independence office district is about as large as it is, or was, ever going to be.  It reflects that downtown is not necessarily for everyone.  It's reasonably convenient to the entire region, while downtown, by geographical definition, is not.  Everything else here is a matter of personal aesthetics.  Crown Centre, for example, isn't a bad building at all.

[email protected]

6:05 PM (9 minutes ago)

"Due to signal failure, the Red Line service is replaced with buses between Puritas and the Airport."

Uh oh. That’s the same section that lightning knocked out for several years and cost big bucks to fix.

 

Now, when RTA says "signal failure" what does that really mean?

 

EDIT/UPDATE....

 

Power has been restored. Rail service to resume btwn Puritas & Airport shortly.

Peterdietz, I like the model you did - very impressive visual presentation of the difference in the transit commute.

 

Vince, I agree it only makes sense if you don't care about sustainability and only look at cost in the short term.

RTA driver fired, facing charges after assault on passenger https://t.co/czY68biPhI

Shaker rapid halted briefly by switch problem

By James Ewinger, The Plain Dealer

on February 05, 2016 at 11:41 AM, updated February 05, 2016 at 11:51 AM

 

CLEVELAND, Ohio – The RTA shut down rail service on the Blue Line this morning around 7 a.m. because of a problem with a switch.

 

Five passengers were taken to their destination by bus, according to Michael York, RTA's deputy general manager for operations. Rail service from Shaker Square was halted for about an hour.

 

He said this morning's incident is being attributed to operator error.

 

...York said the operator went onto the wrong line and was instructed to back up. She did, but when the rapid car went forward, an improperly set switch put one set of wheels – called trucks or wheel trucks – onto one line while the rear truck remained on the other line.

 

...On January 8, there was a similar incident at the same spot, but the car did derail, struck the catenary pole that carries power lines supplying the rapid, and live wires came down.

 

Passengers could not be discharged from the rapid, York said, until power was shut down and the live wires removed from the track.

 

Asked how often problems occur at the Shaker Square switch, York called it "a rare event."

 

MORE:

http://www.cleveland.com/metro/index.ssf/2016/02/shaker_rapid_halted_briefly_by.html

As of April 24th, the 51, 20, and 35 buses will all change their route number to the 51 and 51A & 51B. There is an institution on West 25th that is interested in buying the naming rights to the combined 51 routes and thus will operate in a similar fashion to the Cle State Line (except without dedicated lanes, new stations, etc).

 

And here is the list of public meetings scheduled regarding the fare increase/service reduction:

 

Noon-2 p.m., Feb. 29: RTA Main Office, 1240 W. Sixth St.

6-8 p.m. Feb. 29: RTA Main Office, 1240 W. Sixth St

6-8 p.m. March 1: Library, 5255 Library Lane, Maple Heights

6-8 p.m. March 2: Cuyahoga Community College Western Campus, 11000 Pleasant Valley Road, Parma.

Noon-2 p.m., March 3: Zelma George Recreation Center, 3181 Martin Luther King Jr. Dr., Cleveland

5:30-7:30 p.m. March 8: Gunning Recreation Center, 16700 Puritas Ave., Cleveland.

6:30-8:30 p.m. March 9: Library, 5235 Wilson Mills Road, Richmond Heights

 

Also, one more thing. The Red Line will be shut down for a number of weeks soon between West Blvd and West 117th. I don't remember the duration or the exact date that it will happen. This will be for track work directly west of the S-curve area

 

The link that contained the above information about the fare increase public meetings has since been deactivated: http://www.riderta.com/publications/ridersdigest/2016/february. RTA had said the meetings were all confirmed, with the exception of the March 3rd location. Now RTA is saying that nothing is set in stone regarding the meetings. Quite curious.

 

 

 

Something very strange is going on at GCRTA.

InRe: Commuter Ads

 

Yesterday, I heard ads for Megabus and some sort of independent GED program.

Something very strange is going on at GCRTA.

 

?  ?  ?  ??

Just rumor$ right now and not very good one$.

I'm asking RTA to do one thing....please get me from CLE to W117 rapid on Thursday a.m.

 

 

Sorry if this has been asked and responded already several times, but the Red Line "Go Slow" for replacing the rail road ties with concrete. It says they are replacing 6000 ties a year (according to wikipedia thats 2 miles of track, or 1 mile of double track). Is this process really going to take 24 years to complete, or 24 years under current funding, ... ? Is there a public-works / habitat-for-humanity style potential for weekend warriors to swing hammers and pour concrete? Maybe we could up that to 6005/year... And/or fix the go-slow zone, and then the trains can speed up. Also, is there a relationship between ballast health and speed that you can drive a train on it? I guess people drive slower on rubbled road. Red Line is still a good way for me to ride. (I'm a millennial that was working from home, and am now working at co-work space in Tower City, so I'm riding each day now). 55 is my alternate route, but could be subject to traffic jams.

 

Then an RNC question. Would they consider running an Airport <--> Tower City express, that doesn't stop at points between to shuttle the delegates. And if so, whats the max speed / minimum time that that link could be made? A rough guess shows its 11 miles of track between the two points. So, average of @66mph = 10minutes, @44mph = 15 minutes, @22mph = 20 minutes.

 

Finally. Is there any thought of adding bike cages / lockers at rapid stations? I don't want to bike to a station, leave it to get cherry-picked apart, and be stranded. I recall that Caltrain station at Palo Alto (and probably more stations) had bike lockers. Triskett / West Park would be my preferred stations. Then I would want to open the door of having bicyCLE lanes on the roads that could feed into stations. (i.e. Hilliard / Marginal ? or pick friendlier routes, offtopic...)

Concrete ties are purchased bulk from companies like CXT. The ties are prestressed and require little maintenance after the ground has been leveled and sloped for drainage. They are installed with machines that strips the old tie out, swings a new concrete tie in and such. I got to see one in use down on the CNO&TP a few years back as they are switching from wood to concrete for their mainline.

 

Wood ties are actually pretty decent but require maintenance - such as replacing wood ties every few years - but that's done with mostly automated machinery that can swap out a tie in 20 minutes or so. It still requires a crew to go out there and tamp down the ground, fill in gravel around the tie and do any adjustments. The RTA could even get away with doing selective tie replacement like some Class 3 railroads (not sure what the FRA accepts), such as replacing every 5th tie every 2 years.

 

The link that contained the above information about the fare increase public meetings has since been deactivated: http://www.riderta.com/publications/ridersdigest/2016/february. RTA had said the meetings were all confirmed, with the exception of the March 3rd location. Now RTA is saying that nothing is set in stone regarding the meetings. Quite curious.

 

 

 

Well, there we have it...

 

RTA committee tables fare increase hearings

 

CLEVELAND -- Not so fast.  That's what the RTA Board's Finance Committee decided about the process of approving a possible fare hike and service cuts.

 

The Committee met Tuesday and was expected to schedule dates for public hearings later this month.

 

But instead it decided to take more time to study a possible fare hike and service cuts. The committee will revisit the issue March 1 and schedule needed hearings then.

 

http://www.wkyc.com/news/local/cleveland/rta-committee-tables-fare-increase-hearings/38236898

[article quote] "According to Calabrese, Ohio pays 62 cents per capita toward public transit. And neighboring states, including Michigan, Pennsylvania and Illinois, pay as much as $51 per person."

 

As I've said, this fact should be a HUGE EMBARRASSMENT to our supposedly more moderate/forward thinking guv-turned-Presidential-candidate and this summer's RNC host.

 

 

There are plenty of democratic governors and politicians in general who have not been so favorable to transit, as well. How long was Strickland in office? And did he have a Republican House/Senate?

I don't know of any Democratic Ohio governors who were unfavorable toward transit; certainly not Strickland.  It was Strickland who pushed for the 3-C Amtrak rail line; Ohio won federal funding and plans were finalized under his watch.  Kasich, however, campaigned on the promise to kill 3-C and he made good on the promise as one of his 1st acts as governor.  Yes, it's true that Republican pols in the Statehouse had planned to scuttle 3-C even if Strickland had beaten Kasich, but we'll never know for sure if they could have done so.  What we DO know is that, thanks to Kasich, the hundreds of millions of FTA seed money, along with thousands of jobs and millions, perhaps billions in related development, left Ohio for California which is seriously pursuing HSR.

 

I don't know the specifics of Strickland's support for local transit systems, but it certainly could not have been worse than Kasich's -- I do know Strickland had a much more robust pro-urban agenda than Kasich and didn't share downstate antipathy toward Cleveland/NEO that Kasich and other pols, esp Republicans, have manifested over the years -- and Ted is a downstater himself.  And just because there are, and have been, a lot, even a majority, of conservative Republicans in the Statehouse who are hostile to cites and transit, shouldn't make us concede the governorship to these interests simply because we feel he or she couldn't make a difference, if that's what you're implying.

My point was that there have been plenty of administrations in the past that have done little to nothing to increase the per capita budget towards public transit, Strickland included. Yes, he was for the 3C, but wasn't it a project that was conceived fairly late into his term (and something that was easy pickings for a new governor)? (I should have been specific in that I was discussing only the per capita numbers, not overall rail transportation.)

^As I said, I don't know the specifics of what Ted's commitment to transit subsidies (hopefully someone more knowledgeable will jump in)... I do believe, however, that his support for 3-C is a likely indicator of his stronger transit commitment and support, just as Kasich's killing of 3-C, as well as the State's current ridiculously paltry transit subsidy indicates Kasich's hostility and/or indifference to mass transit.

^As I said, I don't know the specifics of what Ted's commitment to transit subsidies (hopefully someone more knowledgeable will jump in)... I do believe, however, that his support for 3-C is a likely indicator of his stronger transit commitment and support, just as Kasich's killing of 3-C, as well as the State's current ridiculously paltry transit subsidy indicates Kasich's hostility and/or indifference to mass transit.

 

Strickland ran away from 3-C during his campaign. Now I'm not saying I side with Kasich at all on this issue. But much of the blame has to go to Governor Strickland who was completely unable to sell the idea to the voters. If there was ample public support for 3-C I'd bet that Kasich would not have even made it an issue.

^Well, that's sort of the overall problem, isn't it? When it comes to actually paying for it, I'm not sure how much public support there is for transit in Ohio. Also why I'm pretty pessimistic about RTA ever jumping the border into neighboring counties and expanding its funding base.

^Well, that's sort of the overall problem, isn't it? When it comes to actually paying for it, I'm not sure how much public support there is for transit in Ohio. Also why I'm pretty pessimistic about RTA ever jumping the border into neighboring counties and expanding its funding base.

 

I believe it was Erocc who said that as long as a significant number of people view transit as a social program it just won't get the support it deserves.

Here is a little history (all information is provided by the ODOT Transit Needs Study).

 

The below years correspond with Governor terms.

2000: funding = 44 million

2006: ~16 million

2010: ~22 million

2014: ~27 million

There was a 1 year peak in 2011 where $57 million was made available.

 

Calabrese cited only General Revanue Funds for his statistics. The state, since 2007, also flexes some Federal Highway funds to transit.

 

Edit: Taft    1999-2006

Strickland  2007-2010

Kasich      2011-current

^Well, that's sort of the overall problem, isn't it? When it comes to actually paying for it, I'm not sure how much public support there is for transit in Ohio. Also why I'm pretty pessimistic about RTA ever jumping the border into neighboring counties and expanding its funding base.

 

I believe it was Erocc who said that as long as a significant number of people view transit as a social program it just won't get the support it deserves.

 

I have, and I believe others here have concurred.  There may be some debate over how accurate (those people's) view is.

I'd debate the accuracy, but just as importantly, the significance. I doubt most people in the region think of RTA at all. Cheap gas, enormous (and expanding) roadway capacity, low congestion, low and ever-decreasing population concentration. I just don't think the cavalry's coming from the state or further regionalization.

 

EDIT: to be clear though, that's not to say I don't support additional resources for RTA. I do. The state's transport policies are insane (Portsmouth bypass) and the old myth that highway funds are from "user fees" is now openly ridiculed in light of the most recent federal highway bill and the refusal to increase gas taxes. I admire the advocates and politicians trying to get what they can for transit.

Here is a little history (all information is provided by the ODOT Transit Needs Study).

 

The below years correspond with Governor terms.

2000: funding = 44 million

2006: ~16 million

2010: ~22 million

2014: ~27 million

There was a 1 year peak in 2011 where $57 million was made available.

 

Calabrese cited only General Revanue Funds for his statistics. The state, since 2007, also flexes some Federal Highway funds to transit.

 

Edit: Taft    1999-2006

Strickland  2007-2010

Kasich      2008-current

 

Kasich was elected in 2010; began serving in 2011.

I felt like looking for some RTA numbers.

 

State Funding Trends

- SFY 2013 GRF budget for Transit Funding is 83.3% less than SFY 2000

- Current state funding for transit has been reduced to levels not seen since the early 1980s  

ODOT - Status of Public Transit in Ohio (2014)

http://www.dot.state.oh.us/Divisions/Planning/Transit/Documents/Programs/Publication/StatusOfPublicTransitInOhio2014.pdf

 

Operating Funds Fixed Route

Federal Assistance:    $  15,832,337

State Assistance:      $          0

State E&D Assistance:  $          0

Local Assistance:      $ 193,289,995

Passenger Fares:        $  50,873,012

Contract Fares:        $          0

Other Revenues:        $  4,016,561

Total Revenues:        $ 264,011,905

 

This looks like Cuyahoga tax is very important. The state contributes no funds to operating.

 

 

Capital Funds    Fixed Route

Local Assistance:  $          0

State Assistance:  $  2,524,208

Federal Assistance: $ 39,548,845

 

Some state capital funds. I've seen a bunch of Federal grants that require a 20% local (non-federal) match. Without much being contributed from state/local, I'd imagine that the funds (federal multiplier) will just float past us. So, my assumption is that every additional dollar that the state/local could contribute would add 4 federal dollars.

 

Could a county ballot measure that adds a funding stream for capital improvements pass? Let us build up capital funds every year, and we'll eventually extend (LRT/HRT) to Berea/west shore/Independence-CVSR/Euclid/Solon. Maybe not even additional revenue stream that solely goes towards RTA, but perhaps some type of livable-community thing. Bike lanes/tracks, complete streets, parks, improved schools within urban areas, TOD. Obesity related deaths are pretty high, active transportation or walkability + transit reduces that.

I'd debate the accuracy, but just as importantly, the significance. I doubt most people in the region think of RTA at all. Cheap gas, enormous (and expanding) roadway capacity, low congestion, low and ever-decreasing population concentration. I just don't think the cavalry's coming from the state or further regionalization.

 

EDIT: to be clear though, that's not to say I don't support additional resources for RTA. I do. The state's transport policies are insane (Portsmouth bypass) and the old myth that highway funds are from "user fees" is now openly ridiculed in light of the most recent federal highway bill and the refusal to increase gas taxes. I admire the advocates and politicians trying to get what they can.

 

But that's a recipe for throwing in the towel on transit, and if we do that, esp in Cleveland, the city's growth and prospect for the future would be severely undermined.  With all the TOD growth, and planned growth, occurring in Cleveland like there hasn't been since back when the Van Sweringens were alive, I seriously disagree with your assertion that mass transit is irrelevant to "most people."

^It's not a recipe. It's a casual assessment of the political economy of transit in Ohio. I'd be delighted if things changed.

Here is a little history (all information is provided by the ODOT Transit Needs Study).

 

The below years correspond with Governor terms.

2000: funding = 44 million

2006: ~16 million

2010: ~22 million

2014: ~27 million

There was a 1 year peak in 2011 where $57 million was made available.

 

Calabrese cited only General Revanue Funds for his statistics. The state, since 2007, also flexes some Federal Highway funds to transit.

 

Edit: Taft    1999-2006

Strickland  2007-2010

Kasich      2008-current

 

Kasich was elected in 2010; began serving in 2011.

 

Whoops! Thank you.

^We can either go along with this thinking or try to change it... I'm for the latter.

 

Ohio and Cleveland, though related, obviously, are 2 different entities in terms of outlook.  Ohio's approach to transit, and indeed toward many urban issues, is regressive even by conservative Midwestern standards.  Cleveland, however, is the one major Ohio city that has historically invested in and developed mass transit.  Columbus, the capital and largest city that is still growing, neither has rail transit or even an Amtrak stop and there are no serious proposals on the board to change these embarrassing facts.  It's no accident that, even with RTA's seriously decreased rider numbers compared with its early years, Cleveland still dwarfs every other Ohio city in terms of transit size and usage... Cincy's building it's small Phase I streetcar and Dayton's sticking with its trolleybuses are positive, but are relatively small in comparison to Cleveland. 

 

Development-wise, Cleveland is obviously on a serious roll, with most of the growth and rebirth occurring in neighborhoods accessible by the Rapid Transit (the rail version, that is).  That's why our leader's seeming indifference to transit's plight in this city is both confusing and troubling... Let Columbus go the way of the Dodo transit-wise, but why should Cleveland to follow suit?

Columbus' city council president is a young, ambitious guy who is restarting the discussion of rail development in our capital city -- the largest city in North America and possibly the western Hemisphere without any passenger rail.

 

BTW, it seems that the GCRTA public hearings are still a go. The board committee tabled only the staff recommendation. The fare hike is a big deal so the board doesn't want to appear to rubber-stamp Calabrese's request. But I'm sure the public hearings will go on. Unless a magic fairy from the state arrives, GCRTA's only other choices are to raise the fares higher to avoid the service cuts, or to make deeper service cuts to avoid the fare increase.

RTA Postpones Fare Hike, Tables Discussion Until Next Month

Posted By Sam Allard on Wed, Feb 10, 2016 at 4:27 pm

 

In a meeting Tuesday, the Greater Cleveland Regional Transit Authority's finance committee elected to table the discussion on potential fare hikes. The heated conversation, which is being followed closely by area transit activists and commuters, will continue on March 1.

 

http://www.clevescene.com/scene-and-heard/archives/2016/02/10/rta-postpones-fare-hire-tables-discussion-until-next-month

Here are the service reductions that RTA has proposed:

 

http://www.riderta.com/sites/default/files/pdf/presentations/2016-02-09ServieProposal.pdf

One thing that can always be counted on is that cuts at RTA mean cuts to Cleveland Heights service. I see that the lower half of the 37 is once again on the chopping block.

One thing that can always be counted on is that cuts at RTA mean cuts to Cleveland Heights service. I see that the lower half of the 37 is once again on the chopping block.

 

If there were one thing from Cleveland Hts that I would like to cut, it would be that loop around Severance on the #9. That would add up to quite a bit of service hours reduced over the year.

 

I do like the #81 changes, not going to lie

I was holding my breath but, actually, these proposed cuts are not quite as bad as I thought (I feared the newly expanded hours for the WFL would take a hit ... oops; better not say it too loud.  And I figured the bus cuts would be more draconian, even though I realize a lot of people will be hurting because of this. 

 

I am pissed about the #37 cut south of Severance Ctr.  That sucks, as this will cut off the Rapid connection as well as a fairly dense neighborhood along Taylor Rd.  And those cute little shops/restaurants at Fairmount & Taylor will now have no service at all. 

 

I also don't like the #34 cut south of Green Rd.  What about commuters, including Green Line transfers, who want to get to shops and jobs along Green Rd. in Beachwood and Warrensville Hts?

 

Cross my fingers: the good news, for now, in this proposal is: 1) No Rapid reductions, and 2) the #45 section along W. 65 between Lorain (near the Rapid station) and Detroit (Gordon Sq) has survived -- it was proposed to be on the chopping block previously...

 

When I travel to Gordon Sq. from the East Side, I will usually walk from the W. 65th Rapid station-- it's a pleasant .5 mile walk; I always enjoy checking out the (extremely diverse-interesting/typically Cleveland) neighborhood, which is constantly improving.  If the weather is funky, I like having the #45 fall-back option, however.  Sometimes upon exiting the Green Line at TC, I will head out to Public Sq. and hop the #26 for the direct shot to Gordon Sq.... However, there are times when me or a friend will already be at Ohio City and, then, wish to head over to Gordon Sq., in which case the Red Line is the most viable/quickest 1-stop option.

^ The 45 is actually going away on W 65th and instead being rerouted down W 25th to Clark. That was a seperate proposal from these service reductions. Despite negative reaction to the change at the public meetings, it is still moving forward and will take effect in April, IIRC

 

http://www.riderta.com/sites/default/files/pdf/presentations/2016-01-26Aprilservicechange.pdf