RTA facing $30 million deficit, debates making deeper service cuts in 2017

By Ginger Christ, The Plain Dealer

on November 02, 2016 at 9:07 AM, updated November 02, 2016 at 10:48 AM

 

CLEVELAND, Ohio – The Greater Cleveland Regional Transit Authority could be facing even deeper service cuts in 2017 than already have been made if help doesn't come from the state.

 

Within three years, RTA could face a $30-million budget deficit, driven by an annual loss of $18 million in sales and use tax revenue – RTA's largest funding source.

 

Starting in July, the sales and use tax on Medicaid managed care organizations (MCOs) will no longer be collected by the state, in response to a federal mandate. Unless state legislators find a budget neutral solution – like many other states have done – transit agencies like RTA and counties across the state could lose a total of $500 million in 2018.

 

MORE:

http://www.cleveland.com/metro/index.ssf/2016/11/rta_facing_30_million_deficit.html

Fix to Ohio's Medicaid managed-care sales tax must hold counties, transit systems harmless: editorial

 

A federally required fix in the way Medicaid managed-care companies are taxed could hit Ohio and Greater Cleveland particularly hard if state law isn't adjusted wisely to accord with the new federal mandate. The mandate requires affected states either to broaden or eliminate the Medicaid managed-care sales tax.

 

http://www.cleveland.com/opinion/index.ssf/2016/10/fix_to_medicaid_managed-care_s.html

Chicago's Metra is doing everything right:

 

http://www.nbcchicago.com/news/local/Everything-You-Need-to-Know-About-Chicago-Cubs-World-Series-Parade-Rally-Friday-399982501.html

 

"The Chicago Transit Authority will provide extra service along all rail lines following the morning rush into the afternoon. Multiple CTA bus routes will be detoured in the downtown area for set-up, take-down and the entire parade and rally.

 

Metra is also providing extra train service to accomodate Cubs fans, but trains are expected to reach capacity on all lines. Metra will offer a one-day $5 unlimited ride ticket for the celebration and is encouraging riders to purchase their tickets in advance."

 

All trains that are available will be used. All. Not like RTA. It is expected to be Metra's busiest day.

What operational Cleveland RTA trains weren't used during the Cavs parade? To my knowledge, all available functional trains were used. It was also RTA's busiest day, by far.

 

BTW, I have a friend who recently worked at Metra. He left because of the corruption, incompetence, and lack innovation caused by running into roadblocks thrown up by those who say "that's not my job" and "we've always done it that way." Sadly, the agency has yet to turn around its culture from the days of corrupt CEO Phil Pagano who committed suicide in 2010 by stepping in front of a Metra train.

Seriously? I had no idea. Corruption is a part of most transit systems, sadly, but escalating it to suicide is just insane.

 

I thought that in regards to the RTA that some trains were not used - in reference to the Green/Blue lines?

IIRC, only 12 or 13 Breda cars were available for service that day. That's the minimum fleet size for regular rush hour service. Special event service requires twice as many cars.

Let's play Jeopardy

 

 

THE ANSWER: The only person living in Greater Cleveland on their knees giving 'Thanks' that the Indians didn't win Game 7.

 

 

THE QUESTION: Who is Joe Calabrese?

3 regional transit systems Metro Detroit can learn from (hint: Cleveland's, notably with its BRT, is one of them)

 

 

http://www.modeldmedia.com/features/transportation-solutions-journalism-101316.aspx

Let's play Jeopardy

 

 

THE ANSWER: The only person living in Greater Cleveland on their knees giving 'Thanks' that the Indians didn't win Game 7.

 

 

THE QUESTION: Who is Joe Calabrese?

 

Joe Calabrese and Chicago RTA's CEO Leanne Redden made a bet that if their city's team won the World Series, the other would wear their opponent's gear while riding a bus or train in their home city. Since the Indians lost, here's Joe C making good on his bet yesterday....

 

Let's play Jeopardy

 

 

THE ANSWER: The only person living in Greater Cleveland on their knees giving 'Thanks' that the Indians didn't win Game 7.

 

 

THE QUESTION: Who is Joe Calabrese?

 

Joe Calabrese and Chicago RTA's CEO Leanne Redden made a bet that if their city's team won the World Series, the other would wear their opponent's gear while riding a bus or train in their home city. Since the Indians lost, here's Joe C making good on his bet yesterday....

 

 

I think LeBron and DWade have a similar bet!

Let's play Jeopardy

 

 

THE ANSWER: The only person living in Greater Cleveland on their knees giving 'Thanks' that the Indians didn't win Game 7.

 

 

THE QUESTION: Who is Joe Calabrese?

 

Joe Calabrese and Chicago RTA's CEO Leanne Redden made a bet that if their city's team won the World Series, the other would wear their opponent's gear while riding a bus or train in their home city. Since the Indians lost, here's Joe C making good on his bet yesterday....

 

 

I'm sure having to where a Cubs uni and ride around on buses is a lot easier and much less a headache for Joe than having to deal with his rail network swamped, and his LRT crushed, by the Indians' championship parade multitudes. 

This morning, things look very dire for public transportation in America and in Greater Cleveland in particular. While many transit levies (both new and renewals) passed nationwide (see: http://www.cfte.org/elections), their best purchasing power depended on the availability of federal public transit funds. With the Republicans winning the presidency and maintaining control of both houses of Congress, it remains highly questionable as to whether those funds will remain. If they do, any federal funds will also be highly competitive and split among more and larger applicants, what with all the levies that passed. Greater Cleveland, with its fading population and transit tax base, can't compete now for funding with the many growing cities and stronger transit tax packages. The competition will intensify.

 

The greatest hope for reversing Greater Cleveland's decline and competing for declining federal transit funds was to regionalize Northeast Ohio's balkanized, isolated public transportation networks into a cohesive, well-funded base. The guidance for that was Metro Detroit, which had a regional transit tax package on Tuesday's ballot in four counties of Southeast Michigan. Unfortunately that tax levy narrowly failed, which will chill any brave thoughts by Northeast Ohio leaders to submit a similar multi-county transit levy to the voters here. Lorain County's transit/general tax levy, which was rightfully destroyed 74%-26%, will be misunderstood and won't help either.

 

And without federal transit funds (as well as tens of millions of dollars less in sales tax revenues to GCRTA per year due to changes in Medicare MCO policy), much of GCRTA's nearly $600 million unfunded backlog of state-of-good-repair needs will remain unfunded. At this point, I don't see how the Blue and Green light-rail lines can continue running after 2020. Nor do I see how many suburban or crosstown bus routes can be kept. Very few jobs are accessible to low-income households now, resulting Cleveland having some of the highest concentrated poverty rates in the nation. With less transit linking jobs to job-seekers, it is going to get worse. GCRTA's and Greater Cleveland's future looks very bleak today.

This morning, things look very dire for public transportation in America and in Greater Cleveland in particular. While many transit levies (both new and renewals) passed nationwide (see: http://www.cfte.org/elections), their best purchasing power depended on the availability of federal public transit funds. With the Republicans winning the presidency and maintaining control of both houses of Congress, it remains highly questionable as to whether those funds will remain. If they do, any federal funds will also be highly competitive and split among more and larger applicants, what with all the levies that passed. Greater Cleveland, with its fading population and transit tax base, can't compete now for funding with the many growing cities and stronger transit tax packages.

 

The greatest hope for reversing Greater Cleveland's decline and competing for declining federal transit funds was to regionalize Northeast Ohio's balkanized, isolated public transportation networks into a cohesive, well-funded base. The guidance for that was Metro Detroit, which had a regional transit tax package on Tuesday's ballot in four counties of Southeast Michigan. Unfortunately that tax levy narrowly failed, which will chill any brave thoughts by Northeast Ohio leaders to submit a similar multi-county transit levy to the voters here. Lorain County's transit/general tax levy, which was rightfully destroyed 74%-26%, will be misunderstood and won't help either.

 

And without federal transit funds (as well as tens of millions of dollars less in sales tax revenues to GCRTA per year due to changes in Medicare MCO policy), much of GCRTA's nearly $600 million unfunded backlog of state-of-good-repair needs will remain unfunded. At this point, I don't see how the Blue and Green light-rail lines can continue running after 2020. Nor do I see how many suburban or crosstown bus routes can be kept. Very few jobs are accessible to low-income households now, resulting Cleveland having some of the highest concentrated poverty rates in the nation. With less transit linking jobs to job-seekers, it is going to get worse. GCRTA's and Greater Cleveland's future looks very bleak today.

 

I don't know about that.  As much as I despise Trump, he is a lifelong NYC guy and may be well disposed towards transit for that reason alone.  Plus it's infrastructure, American jobs, and you don't really think he is a conservative, do you?

You act like he cares. Hint: he doesn't.

  Trump will be focused on getting his Trump Presidential Library built. I guarantee it will be the biggest and best.

The policy of the GOP is that transit funding should be a local matter. Trump may not be a conservative, but he is a demagogue and a reactionary, thus if those around him say "transit is a local matter" then so it shall be. Trump is also a revanchist. In fact revenge is his only consistent policy. Thus I don't see him rewarding the states and metro areas that didn't support him. Northeast Ohio and especially Cuyahoga County didn't support him.

The policy of the GOP is that transit funding should be a local matter. Trump may not be a conservative, but he is a demagogue and a reactionary, thus if those around him say "transit is a local matter" then so it shall be. Trump is also a revanchist. In fact revenge is his only consistent policy. Thus I don't see him rewarding the states and metro areas that didn't support him. Northeast Ohio and especially Cuyahoga County didn't support him.

 

True but neither did Kasich and it could be a good way to jab at him.

 

Then there's this:

 

http://grist.org/politics/donald-trump-is-right-about-something-kinda/

Trump ironically has been calling for infrastructure improvements, which is why several on the Right don't trust him. ... Not sure know how that will shake out for Cleveland -- I doubt any of it will be good for RTA.  Trump is such a disaster on practically everything else it doesn't even matter...

 

... and to think John Kasich & the Boyz have been starving and killing (3-Cs Amtrak) transit, and yet Kasich is (supposedly) the moderate Republican... Just goes to show how dire the sh*t we're now in.

Just because Kasich doesn't support your ideals doesn't mean he isn't a moderate. He's more tempered on policies than say, Mike Pence, and is a well vetted moderate Republican. That doesn't mean he has to cave into transit pressures.

^Other than Medicare expansion, aren't his policy positions more or less conservative GOP across the board? He'd be completely unelectable in MA, for example, despite its penchant for GOP governors.

Let's not forget that the GOP's platform (passed in Cleveland, BTW) eviscerates federal funding for public transportation. They still have to act on that, and supporters of transit funding will be heard from, but the GOP has very little reason to listen to them.

"Funny" story: GCRTA sent another 16 rail cars to the scrapper a week or two ago. Eight of them were heavy-rail Tokyu cars. Eight were light-rail Breda cars. They were supposed to be harvested of usable parts to keep the remainder of the fleet operational. Just before they were to be shuttled out of Central Rail and to oblivion, several workers went up on to the roofs of the rail cars and began removing the pantographs (the folding arms that extend upward and contact the overhead electrical wire to draw in electricity to the train's motors) and lightning arrestors. When a supervisor questioned what they were doing, they replied that they were saving GCRTA a ton of money. After all, used pantographs reportedly sell for $10,000 each and lightning arrestors for $1,000 each. So they were put into storage for future use. The quick thinking of GCRTA employees saved taxpayers $176,000+ -- something that the supervisor (and perhaps other managers) didn't seem to realize was at stake here.

"Funny" story: GCRTA sent another 16 rail cars to the scrapper a week or two ago. Eight of them were heavy-rail Tokyu cars. Eight were light-rail Breda cars. They were supposed to be harvested of usable parts to keep the remainder of the fleet operational. Just before they were to be shuttled out of Central Rail and to oblivion, several workers went up on to the roofs of the rail cars and began removing the pantographs (the folding arms that extend upward and contact the overhead electrical wire to draw in electricity to the train's motors) and lightning arrestors. When a supervisor asked what they were doing, they replied that they were saving GCRTA a ton of money. After all, used pantographs reportedly sell for $10,000 each and lightning arrestors for $1,000 each. So they were put into storage for future use. The quick thinking of GCRTA employees saved taxpayers $176,000 -- something that the supervisor (and perhaps other managers) didn't seem to realize was at stake here.

 

Not surprising since the "supervisor" is probably just somebody's cousin or uncle.  And this little bit of potential waste can be multiplied by hundreds.  Maybe RTA can save itself some money by merging with the city of Cleveland and letting Darnell Brown run their operations too.....

"Funny" story: GCRTA sent another 16 rail cars to the scrapper a week or two ago. Eight of them were heavy-rail Tokyu cars. Eight were light-rail Breda cars. They were supposed to be harvested of usable parts to keep the remainder of the fleet operational. Just before they were to be shuttled out of Central Rail and to oblivion, several workers went up on to the roofs of the rail cars and began removing the pantographs (the folding arms that extend upward and contact the overhead electrical wire to draw in electricity to the train's motors) and lightning arrestors. When a supervisor asked what they were doing, they replied that they were saving GCRTA a ton of money. After all, used pantographs reportedly sell for $10,000 each and lightning arrestors for $1,000 each. So they were put into storage for future use. The quick thinking of GCRTA employees saved taxpayers $176,000 -- something that the supervisor (and perhaps other managers) didn't seem to realize was at stake here.

 

To me this just shows the by-the-seat-of-their-pants way RTA, notably the rail division, is run.

Let's not forget that the GOP's platform (passed in Cleveland, BTW) eviscerates federal funding for public transportation. They still have to act on that, and supporters of transit funding will be heard from, but the GOP has very little reason to listen to them.

 

Platforms are meaningless.  The 1980 GOP platform called for an end to draft registration.

 

Platforms are meaningless.  The 1980 GOP platform called for an end to draft registration.

 

True, sometimes. But for 25 years I've been doing a lot of work with the political ground game staff at the American Public Transit Association, National Association of Railroad Passengers, Transportation For America and others. And I can tell you that the GOP, especially representatives in the Central Plains and Rocky Mountain states have repeatedly pushed for less federal funding for public transportation. First they were successful at eliminating federal operating funding for transit. Then they reduced the cost-sharing for new-starts and capital improvements from 80 percent down to 50 percent or less (it remains at 80 percent for new highways). There have been repeated attempts at eliminating it altogether, but so far urban state Republicans (and Democrats) have prevented them from doing so.

 

Platforms are meaningless.  The 1980 GOP platform called for an end to draft registration.

 

True, sometimes. But for 25 years I've been doing a lot of work with the political ground game staff at the American Public Transit Association, National Association of Railroad Passengers, Transportation For America and others. And I can tell you that the GOP, especially representatives in the Central Plains and Rocky Mountain states have repeatedly pushed for less federal funding for public transportation. First they were successful at eliminating federal operating funding for transit. Then they reduced the cost-sharing for new-starts and capital improvements from 80 percent down to 50 percent or less (it remains at 80 percent for new highways). There have been repeated attempts at eliminating it altogether, but so far urban state Republicans (and Democrats) have prevented them from doing so.

 

Well you've got the urbanest urban "Republican" in a long time running things now.  Instead of making him a pariah, challenge him....

Well you've got the urbanest urban "Republican" in a long time running things now.  Instead of making him a pariah, challenge him....

 

Here's repulses me too much to even admit that he's going to be the next president of this country. Sorry, but I just can't deal with that.

Well you've got the urbanest urban "Republican" in a long time running things now.  Instead of making him a pariah, challenge him....

 

Here's repulses me too much to even admit that he's going to be the next president of this country. Sorry, but I just can't deal with that.

 

Me too, in many ways.  I didn't vote for him and still wouldn't.  Though I will say that the collective hissy fit being thrown by the left is doing more to reconcile the right's factions than he ever could.  For now.

 

But keep in mind how grossly dishonest he really is.  Does he stand for his recently adopted "views" or his traditional ones.

 

City's decision on buses returning to Public Square stalled

By Ginger Christ, The Plain Dealer

on November 15, 2016 at 8:47 AM, updated November 15, 2016 at 11:31 AM

 

CLEVELAND, Ohio – Since it reopened June 30, Public Square has fulfilled its much-hyped promises in many ways.

 

The green city center has indeed been a gathering place, a space in which downtown workers and residents, tourists and children have come together to eat, to play and to experience Cleveland. The square has been the home to a farmers market, public art installations and even protests: It has become a true public square. 

 

But it has failed on one promise: to better facilitate public transit through downtown. The square, which opens outside of Tower City – the city's transit hub, was designed to allow bus traffic through its center to accommodate the Greater Cleveland Regional Transit Authority's 18,000 daily bus pickups and drop-offs there.

 

MORE:

http://www.cleveland.com/metro/index.ssf/2016/11/citys_decision_on_buses_return.html

This is getting a bit ridiculous, after three and a half months all they can come up with is "nothing new"?? I would be extremely surprised if there was an actual 'study' happening, rather than people at City Hall just looking outside their windows.

 

On the same token, it doesn't take a study to tell you how ungodly long it takes to drive around Public Square now.

Wow. Announced via @CityofCleveland twitter no less.

 

".@GCRTA and the city have been working for several months to develop a plan for Public Square that is in the best interests of CLE citizens"

 

".@GCRTA and the city have determined that Superior Avenue in Public Square will remain closed"

 

"Both organizations will work cooperatively to mitigate—outside of Public Square—any operational impacts of this decision."

Why should transit funding *not* be local?  Why should rural subsidize urban, or vice versa?  Are we saying that transit would not survive if we did not have to rob people living elsewhere in order to pay for it?  All of that is crap, and self-defeating crap at that.  We will never grow up if we keep insisting that our federal Mommy and Daddy do for us what we both can and should be doing for ourselves.  And aside from that, transit is, Constitutionally speaking, a local/State responsibility.  Face that.  Realize that if this region wants good transit then this region must fund it.  Make your case to voters.  I for one, a conservative/libertarian, will listen.  I live in the most urban part of the region and I will not be difficult to persuade.  I will willingly pay more for better transit (although I will not demand that *others* pay for my better transit).  Through fares, possibly even through taxes if they are specifically designed to benefit transit and levied on those who benefit from it (riders, property owners, etc., not farmers in Utah).  But I'll tell you a few things about my conditions for that support.  Those transit options had better be safe.  They had better be reliable.  They had better be stable and predictable over time.  They had better serve the needs of as much as possible of the entire population: city, inner suburb, outer suburb insofar as practical (I know sometimes it's not), poor, rich, even whatever little remains of our local middle class.  It had better help and not hurt economic development and growth.  It had better connect and not isolate local neighborhoods and communities.  You have to give me something for the taxes you want me to pay.  If you will not, then I will concede that transit is *only* for the poorest of the poor, I will reach into my pocket to help them more directly instead, and I will look forward to Uber and Lyft and driverless cars as the only possible future for non-private-automotive transit in NE Ohio.  I know many of you will go all "safe space" over this but I am saying it to help, because it is absolutely not only vital to the interests of transit and of this region in general, but an absolute prerequisite to their well-being.  Let's learn to depend on ourselves.  We might surprise ourselves.

Regarding the permanent closure of Public Square to buses:  How are the transit-dependent, many of whom must make connections downtown with other buses that run infrequently, and many of whom may lose their jobs if they miss that connection even one single time, supposed to adapt to a world in which there is no place to make those connections, and no way to guarantee even a reasonable chance of not missing those connections?  It was difficult even when Public Square was open.  This closure was supposed to be temporary, and many of us supported the project on that basis.  I can't believe I even need to ask this on what I consider to be a generally left-leaning forum.  But did ANYONE think about the interests and needs of the transit-dependent, before making this absurd decision?

  I know many of you will go all "safe space" over this

 

This really isn't a forum that believes in such things LOL

Regarding the permanent closure of Public Square to buses:  How are the transit-dependent, many of whom must make connections downtown with other buses that run infrequently, and many of whom may lose their jobs if they miss that connection even one single time, supposed to adapt to a world in which there is no place to make those connections, and no way to guarantee even a reasonable chance of not missing those connections?  It was difficult even when Public Square was open.  This closure was supposed to be temporary, and many of us supported the project on that basis.  I can't believe I even need to ask this on what I consider to be a generally left-leaning forum.  But did ANYONE think about the interests and needs of the transit-dependent, before making this absurd decision?

 

I've long said that each heavy rail (Red Line) station should be a mini-hub of sorts.  I'm thinking that a lot of the transfers could, and maybe should, happen at E. 55th and W. 25th.

  I know many of you will go all "safe space" over this

 

This really isn't a forum that believes in such things LOL

 

It's happened to me before here, and, generally, on previous occasions when I have been critical of RTA (though hopefully in a constructive way).  I am asking people to think outside of their longstanding ideologies, because I think it is important that they do so, to our region, to transit, and to themselves.  I have been forced recently to do the same, and believe I am at least marginally better for it.  But I do hope you are right, that my attempt at constructive criticism will be met with at least minimally helpful responses, by which each of us will hopefully better ourselves.  :)

Regarding the permanent closure of Public Square to buses:  How are the transit-dependent, many of whom must make connections downtown with other buses that run infrequently, and many of whom may lose their jobs if they miss that connection even one single time, supposed to adapt to a world in which there is no place to make those connections, and no way to guarantee even a reasonable chance of not missing those connections?  It was difficult even when Public Square was open.  This closure was supposed to be temporary, and many of us supported the project on that basis.  I can't believe I even need to ask this on what I consider to be a generally left-leaning forum.  But did ANYONE think about the interests and needs of the transit-dependent, before making this absurd decision?

 

I've long said that each heavy rail (Red Line) station should be a mini-hub of sorts.  I'm thinking that a lot of the transfers could, and maybe should, happen at E. 55th and W. 25th.

 

That would be a possibility, but lots of adjustments would need to be made, to the timing of various routes, and to both the reality and the perception of safety in both places.  This system was designed for a single major downtown hub and a few smaller ones (Stokes, West Park).  I'm not sure there is any way to get around that.  I do remember that about 25-30 years ago, the effort was made to reduce congestion at the Square by moving many transfer points to West Prospect.  I am not sure whether more bus traffic could be moved there or not, or whether the timing of lights or automotive traffic patterns could be altered to make it easier, faster, and more reliable for buses to get in and out of that and other parts of downtown.  I do understand that bus lanes, signal prioritization, and other improvements outside of Public Square are supposedly in the works, but given that the city has never followed through on its promise to prioritize the lights on Euclid Avenue for the HealthLine, I am a bit skeptical.  I just hope the issue is being taken seriously.  RTA's two major sources of ridership are downtown commuters (who will be inconvenienced as well, but probably won't lose jobs over this), and the transit-dependent.  If RTA becomes irrelevant to significant portions of either group, then the consequences, to all of us, should be pretty obvious.

For a city with so many poor people, we sure do hate them. And the politicians and their wealthy puppeteers can get away with marginalizing them because the poor are no longer surprised that they get pushed to the side. Instead they've come to expect it. They just don't fight back except when their lives are threatened.

For a city with so many poor people, we sure do hate them. And the politicians and their wealthy puppeteers can get away with marginalizing them because the poor are no longer surprised that they get pushed to the side. Instead they've come to expect it. They just don't fight back except when their lives are threatened.

It's not hate.  That would be better.  It's something even worse.  It is heartless, callous indifference.  And it can come from *any* ideology.  But, within limits, so can concern, caring, even love. 

  I know many of you will go all "safe space" over this

 

This really isn't a forum that believes in such things LOL

 

It's happened to me before here, and, generally, on previous occasions when I have been critical of RTA (though hopefully in a constructive way).  I am asking people to think outside of their longstanding ideologies, because I think it is important that they do so, to our region, to transit, and to themselves.  I have been forced recently to do the same, and believe I am at least marginally better for it.  But I do hope you are right, that my attempt at constructive criticism will be met with at least minimally helpful responses, by which each of us will hopefully better ourselves.  :)

 

It's been my experience here, and I've been pretty iconoclastic over the years.  Conversely, people have arrived expecting an echo chamber (a guy all up in arms about the casino's skywalk comes to mind) and left in a huff when they had their views challenged.

Regarding the permanent closure of Public Square to buses:  How are the transit-dependent, many of whom must make connections downtown with other buses that run infrequently, and many of whom may lose their jobs if they miss that connection even one single time, supposed to adapt to a world in which there is no place to make those connections, and no way to guarantee even a reasonable chance of not missing those connections?  It was difficult even when Public Square was open.  This closure was supposed to be temporary, and many of us supported the project on that basis.  I can't believe I even need to ask this on what I consider to be a generally left-leaning forum.  But did ANYONE think about the interests and needs of the transit-dependent, before making this absurd decision?

 

I've long said that each heavy rail (Red Line) station should be a mini-hub of sorts.  I'm thinking that a lot of the transfers could, and maybe should, happen at E. 55th and W. 25th.

 

That would be a possibility, but lots of adjustments would need to be made, to the timing of various routes, and to both the reality and the perception of safety in both places.  This system was designed for a single major downtown hub and a few smaller ones (Stokes, West Park).  I'm not sure there is any way to get around that.  I do remember that about 25-30 years ago, the effort was made to reduce congestion at the Square by moving many transfer points to West Prospect.  I am not sure whether more bus traffic could be moved there or not, or whether the timing of lights or automotive traffic patterns could be altered to make it easier, faster, and more reliable for buses to get in and out of that and other parts of downtown.  I do understand that bus lanes, signal prioritization, and other improvements outside of Public Square are supposedly in the works, but given that the city has never followed through on its promise to prioritize the lights on Euclid Avenue for the HealthLine, I am a bit skeptical.  I just hope the issue is being taken seriously.  RTA's two major sources of ridership are downtown commuters (who will be inconvenienced as well, but probably won't lose jobs over this), and the transit-dependent.  If RTA becomes irrelevant to significant portions of either group, then the consequences, to all of us, should be pretty obvious.

 

I used to take RTA from Maple Heights to CWRU every day so I get what you are saying.  I sometimes transferred at 34th, once in a great while at 55th, but neither were all that safe, even for a younger guy only a couple years removed from HS football.  I'd usually go downtown.  55th has evolved, it could do moreso.  Indeed a controlled access free transfer hub would make a ton of sense.

 

It's struck me for a long time that RTA may be *too* downtowncentric.  It's important but not as critical as it was, and more to the point is the opposite of centrally located, geographically speaking.  As for its major sources, one is a function of how it operates the other a captive audience without options.  Growth or increased relevance means reaching beyond.

Regarding the permanent closure of Public Square to buses:  How are the transit-dependent, many of whom must make connections downtown with other buses that run infrequently, and many of whom may lose their jobs if they miss that connection even one single time, supposed to adapt to a world in which there is no place to make those connections, and no way to guarantee even a reasonable chance of not missing those connections?  It was difficult even when Public Square was open.  This closure was supposed to be temporary, and many of us supported the project on that basis.  I can't believe I even need to ask this on what I consider to be a generally left-leaning forum.  But did ANYONE think about the interests and needs of the transit-dependent, before making this absurd decision?

 

I've long said that each heavy rail (Red Line) station should be a mini-hub of sorts.  I'm thinking that a lot of the transfers could, and maybe should, happen at E. 55th and W. 25th.

 

That would be a possibility, but lots of adjustments would need to be made, to the timing of various routes, and to both the reality and the perception of safety in both places.  This system was designed for a single major downtown hub and a few smaller ones (Stokes, West Park).  I'm not sure there is any way to get around that.  I do remember that about 25-30 years ago, the effort was made to reduce congestion at the Square by moving many transfer points to West Prospect.  I am not sure whether more bus traffic could be moved there or not, or whether the timing of lights or automotive traffic patterns could be altered to make it easier, faster, and more reliable for buses to get in and out of that and other parts of downtown.  I do understand that bus lanes, signal prioritization, and other improvements outside of Public Square are supposedly in the works, but given that the city has never followed through on its promise to prioritize the lights on Euclid Avenue for the HealthLine, I am a bit skeptical.  I just hope the issue is being taken seriously.  RTA's two major sources of ridership are downtown commuters (who will be inconvenienced as well, but probably won't lose jobs over this), and the transit-dependent.  If RTA becomes irrelevant to significant portions of either group, then the consequences, to all of us, should be pretty obvious.

 

I used to take RTA from Maple Heights to CWRU every day so I get what you are saying.  I sometimes transferred at 34th, once in a great while at 55th, but neither were all that safe, even for a younger guy only a couple years removed from HS football.  I'd usually go downtown.  55th has evolved, it could do moreso.  Indeed a controlled access free transfer hub would make a ton of sense.

 

It's struck me for a long time that RTA may be *too* downtowncentric.  It's important but not as critical as it was, and more to the point is the opposite of centrally located, geographically speaking.  As for it's major sources, one is a function of how it operates the other a captive audience without options.  Growth or increased relevance means reaching beyond.

 

If we had the ridership and funding, we could operate a system more similar to say Seattle or Portland, which as I understand are far more grid-centric and less focused on any single hub.  But the reality is that for the foreseeable future, funding is likely to be bad and getting worse.  I think that under these circumstances a hub-and-spoke system is the only real option we have, although I've long advocated for modifications such as a limited number of through, crosstown and circumferential routes, and there are places like Steelyard that lend themselves to, and indeed are becoming, mini-hubs of their own. 

I think a grid-like system (Chicago always comes to mind for me) would be very difficult in Cleveland because of our geography.  Things just seem to naturally radiate from downtown because there are stretches of "dead zones" population wise (and I don't mean areas that used to be heavily populated).  The Flats, the lake, the river valley, etc. all mean that there are large stretches where the grid system would have to cross over a less populated area.  Most of the densely populated areas around Cleveland are either west or east of downtown.  Directly south becomes suburban at about 5 miles outside of downtown and is very industrial north of that.  I think it makes more sense for most routes to follow the "population rays" towards downtown.  Ideally we would have something like commuter rail across the 480 corridor or something to facilitate moving from one side of town to the other without passing through downtown, but I don't think 20 major east-west bus routes south of downtown would be efficient.

Increasingly, cities are moving to high-frequency transit grids. But that usually requires sacrificing geographic coverage (which also dictates which areas can have paratransit service too). Los Angeles just adopted a grid. So did Houston, if I remember right. There's even been some consideration in Columbus of a grid network. Ironically, GCRTA's route network in the 1980s and into the 90s was more of a grid than it is today, but more of the crosstown routes got cut as sales tax revenues declined by $68 million since 1975. BTW, an additional half-cent sales tax for GCRTA would restore the lost sales tax revenue due to sprawl and less economic activity in Cuyahoga County.

I think a grid-like system (Chicago always comes to mind for me) would be very difficult in Cleveland because of our geography.  Things just seem to naturally radiate from downtown because there are stretches of "dead zones" population wise (and I don't mean areas that used to be heavily populated).  The Flats, the lake, the river valley, etc. all mean that there are large stretches where the grid system would have to cross over a less populated area, so I think it makes more sense for most routes to follow the "population rays" towards downtown.  Ideally we would have something like commuter rail across the 480 corridor or something to facilitate moving from one side of town to the other without passing through downtown, but I don't think 20 major east-west bus routes south of downtown would be efficient.

 

I did specify "limited number."  :)  I don't see a way around the importance of downtown given our current funding, and, as you mention, the inherent geography of our area, including a road system following old Native American trails that go back centuries if not millenia.  But we had at one time (going back a *long* time admittedly) Clark-Pershing, Denison-Harvard, and I believe both Brookpark-Granger and Snow-Rockside.  Once OC is built (yes, I know, and agree, but  . . . ) one could also envision UC - OC - Lorain (or Clark, or West 25, or any number of possibilities).  With connections to at least 3 points on the Red Line (Quincy, E. 55, W. 25).  IMO, the Denison-Harvard route seems to me like it would strike a great balance between cost and usefulness.  No more Clark-Pershing bridge, and the roads further south don't seem to connect well to a sufficient number of other lines or major employment centers (it takes at least 2, so Rockside/Indepednence is not enough).  They were dropped for lack of demand long before the current funding crisis.  So I'd say that of these, Denison-Harvard and OC to some point west or south might make a lot of sense, and potentially divert a significant number of riders around downtown while getting them to their destinations at least as fast if not faster.

Regarding the permanent closure of Public Square to buses:  How are the transit-dependent, many of whom must make connections downtown with other buses that run infrequently, and many of whom may lose their jobs if they miss that connection even one single time, supposed to adapt to a world in which there is no place to make those connections, and no way to guarantee even a reasonable chance of not missing those connections?  It was difficult even when Public Square was open.  This closure was supposed to be temporary, and many of us supported the project on that basis.  I can't believe I even need to ask this on what I consider to be a generally left-leaning forum.  But did ANYONE think about the interests and needs of the transit-dependent, before making this absurd decision?

 

I've long said that each heavy rail (Red Line) station should be a mini-hub of sorts.  I'm thinking that a lot of the transfers could, and maybe should, happen at E. 55th and W. 25th.

 

I agree completely, E Rocc.  I've said for some time that RTA sends far to many buses past under-utilized full Rapid Transit rail-heads (mostly heavy rail ones at that) and into Public Square thus wasting gazillion in fuel and bus-operator time each day. 

 

I would add West Boulevard/Cudell to the list.  I've long wondered why do all those heavily-traveled No. 55/CSU BRT lite buses pass a mere 2 blocks north of this station after which, a few blocks later, they zoom into town over the West Shoreway without serving anyone between Edgewater Park and downtown?  Sure folks will say the speed, but hopefully that will be diminished by the Boulevard-ization of West Shoreway.  Many, if not most, 55/CSU buses could/should terminate at West Blvd/Cudell station.

 

Also (once again), why can't LRT's at least be extended from Tower City through the Detroit-Superior Bridge subway to W. 25/Detroit?  Even if trains terminated there for a major bus-rapid transfer station it would be a major plus... The full right-of-way exists all the way from Tower City and the western end of the bridge where, I understand, the old W. 25/Detroit streetcar-subway station (complete with stair/exits to the surface) still exists and could be used.  Thanks to the current temporary Tower City station being used by all trains (LRT and HRT) WE KNOW the old Shaker Heights 2-track, center-platform station in Tower City already exists and is usable (and is being used!!!!).  It appears the biggest ROW expense for a proposed new line would be demolishing that concrete ramp from that small TC/hotel parking lot up to the street level.  This extension-improvement could be built for relative peanuts and Blue and/or Green Line trains could be easily routed over Detroit-Superior through the subway in a year or 2 and be utilized, along with the existing W. 25/Ohio City Red Line station to literally take HUNDREDS of buses per-day out of downtown and off of Public Square where, btw, current bus passengers would have the luxury of an indoor, temp-controlled downtown (TC) station as opposed to the current outdoor bus shelters be they on the Square, Ontario south of PS or wherever... In fact, while the rail-haters would scream at the capital expense of this line (like they still scream about the WFL), this line would actually SAVE MILLIONS in the long run with all the re-routed buses...  All to which I merely say...

... DUH!

 

 

 

 

My "dream system" would consist of a largely high-frequency grid in the city and inner suburbs, local and express radial routes (high-frequency local, and express mainly during peak hours), commuter rail to at least Painesville, Lorain, Elyria and Akron, and 2 or 3 circumferential lines.  I would focus very little, however, on lightly populated, low-density car-centric suburbs.  Some of them would end up served by express commuter lines, and I certainly would want to try to support reverse-commuters insofar as possible.  But there are places transit makes sense, and those where it doesn't, and if a community has chosen to zone itself as low-density residential, I won't sacrifice transit in places it is truly and desperately needed in order to serve said community.  I'd provide widely-spaced, mostly peak-hour commuter service to a town nearby, and they can do park-and-ride or kiss-and-ride from there.  :)

Regarding the permanent closure of Public Square to buses:  How are the transit-dependent, many of whom must make connections downtown with other buses that run infrequently, and many of whom may lose their jobs if they miss that connection even one single time, supposed to adapt to a world in which there is no place to make those connections, and no way to guarantee even a reasonable chance of not missing those connections?  It was difficult even when Public Square was open.  This closure was supposed to be temporary, and many of us supported the project on that basis.  I can't believe I even need to ask this on what I consider to be a generally left-leaning forum.  But did ANYONE think about the interests and needs of the transit-dependent, before making this absurd decision?

 

I've long said that each heavy rail (Red Line) station should be a mini-hub of sorts.  I'm thinking that a lot of the transfers could, and maybe should, happen at E. 55th and W. 25th.

 

I agree completely, E Rocc.  I've said for some time that RTA sends far to many buses past under-utilized full Rapid Transit rail-heads (mostly heavy rail ones at that) and into Public Square thus wasting gazillion in fuel and bus-operator time each day. 

 

I would add West Boulevard/Cudell to the list.  I've long wondered why do all those heavily-traveled No. 55/CSU BRT lite buses pass a mere 2 blocks north of this station after which, a few blocks later, they zoom into town over the West Shoreway without serving anyone between Edgewater Park and downtown?  Sure folks will say the speed, but hopefully that will be diminished by the Boulevard-ization of West Shoreway.  Many, if not most, 55/CSU buses could/should terminate at West Blvd/Cudell station.

 

Also (once again), why can't LRT's at least be extended from Tower City through the Detroit-Superior Bridge subway to W. 25/Detroit?  Even if trains terminated there for a major bus-rapid transfer station it would be a major plus... The full right-of-way exists all the way from Tower City and the western end of the bridge where, I understand, the old W. 25/Detroit streetcar-subway station (complete with stair/exits to the surface) still exists and could be used.  Thanks to the current temporary Tower City station being used by all trains (LRT and HRT) WE KNOW the old Shaker Heights 2-track, center-platform station in Tower City already exists and is usable (and is being used!!!!).  It appears the biggest ROW expense for a proposed new line would be demolishing that concrete ramp from that small TC/hotel parking lot up to the street level.  This extension-improvement could be built for relative peanuts and Blue and/or Green Line trains could be easily routed over Detroit-Superior through the subway in a year or 2 and be utilized, along with the existing W. 25/Ohio City Red Line station to literally take HUNDREDS of buses per-day out of downtown and off of Public Square where, btw, current bus passengers would have the luxury of an indoor, temp-controlled downtown (TC) station as opposed to the current outdoor bus shelters be they on the Square, Ontario south of PS or wherever... In fact, while the rail-haters would scream at the capital expense of this line (like they still scream about the WFL), this line would actually SAVE MILLIONS in the long run with all the re-routed buses...  All to which I merely say...

... DUH!

 

If I'm not mistaken, the 32 bus used to go from the Heights to downtown but now only goes to UC.  Residents of that area might be able to say if service has improved.

I would add West Boulevard/Cudell to the list.  I've long wondered why do all those heavily-traveled No. 55/CSU BRT lite buses pass a mere 2 blocks north of this station after which, a few blocks later, they zoom into town over the West Shoreway without serving anyone between Edgewater Park and downtown?  Sure folks will say the speed, but hopefully that will be diminished by the Boulevard-ization of West Shoreway.  Many, if not most, 55/CSU buses could/should terminate at West Blvd/Cudell station.

 

You would lose me as a frequent rider of the #55. The only time I would ride would be for fun, not for convenience as I do now. A better option is for the #55 to make a couple of stops along the Shoreway -- at the bottom of the ramps of West 73rd/Edgewater and possibly between West 49th-54th where this room for bus deceleration/acceleration lanes.

I would add West Boulevard/Cudell to the list.  I've long wondered why do all those heavily-traveled No. 55/CSU BRT lite buses pass a mere 2 blocks north of this station after which, a few blocks later, they zoom into town over the West Shoreway without serving anyone between Edgewater Park and downtown?  Sure folks will say the speed, but hopefully that will be diminished by the Boulevard-ization of West Shoreway.  Many, if not most, 55/CSU buses could/should terminate at West Blvd/Cudell station.

 

You would lose me as a frequent rider of the #55. The only time I would ride would be for fun, not for convenience as I do now. A better option is for the #55 to make a couple of stops along the Shoreway -- at the bottom of the ramps of West 73rd/Edgewater and possibly between West 49th-54th where this room for bus deceleration/acceleration lanes.

 

But what if SOME not all buses were rerouted to W. Blvd?  You could still pick and choose your direct-into downtown 55 bus... But as I mentioned, all these buses/BRTs will slowed down with the conversion of W. Shoreway to a boulevard.