Proposed Redevelopment of Train Avenue/Walworth Run
Group 1: The River to West 25th Street
Sara Byrnes, Stacey Cantola, Tom Fahey,
Rachel
McCartney, Richard Proctor & Becky Salak
11 May 2004
Executive
Summary:
The Train Ave. corridor once thrived as one of Cleveland’s
most prominent business and industrial parkways. Blight and flight among other variables have contributed to the
corridor’s current desolate and undesirable state. Fortunately, with assets such as proximity to the Cuyahoga River
and the CBD, the area may reach a level of prominence once again.
In an effort to determine the feasibility of redeveloping
the area, the MUPDD 611 Capstone Studio assisted those with a vested interest
reshaping the neighborhood through data collection and idea formulation. The class was split into two phases. The first phase consisted of an assessment
and inventory of the existing conditions, as well as activities and meetings to
entice public participation. In phase
two we were given the task of creating conceptual proposals for the
redevelopment of the corridor, the objective being to utilize available
greenspace and incorporate the proposed Towpath Trail extension.
The class was separated into three groups, each being
assigned a different segment of the study area. Our group sought to determine the redevelopment opportunities for
the eastern section of the corridor from the river to approximately West 25th
Street. Our goal was create a proposal
that would lure people to the river and then entice them to explore the rest of
the corridor.
Our vision is to transform the Cuyahoga River into a
destination point, by expanding the marina and creating a park with an
amphitheater adjacent to the marina. In
effort to encourage people to travel the entire corridor, we propose that an
additional park/bike stop be created at the intersection of Walworth and
Scranotn, serving as a gateway into the neighborhood.
In 1999, the City of Cleveland’s Planning Commission developed a proposal to extend the Towpath Trail from Old Harvard Ave. to Downtown. We attempt to capitalize on the planned extension be proposing a segment that would link the Cuyahoga River to Eco Village. Our section would connect the segments to the north and south of Train at the intersection of Walworth, Scranton and Fairfield. The trail would extend from that intersection along the south side of Train Ave.
We understand that a project of this magnitude requires the
cooperation of many businesses, residents, governmental agencies and other
entities with stake in the community.
We also acknowledge that there are limitations such as developable land,
rail lines and public infrastructure and planned improvements. Yet still, it is our belief that the assets
possessed will assist in the reinvention of the Train Ave. corridor.
Table of Contents
Final Paper
Introduction
Executive Summary (Richard Proctor)
Table of Contents (Sara Byrnes)…1
Introduction (Tom Fahey)…2
Vision
Concept and Vision (Tom Fahey)…3
Historical Overview (Stacey Cantola)…4
Topography
Current Uses
Current Zoning
Developments…5
Towpath Trail Extension (Tom Fahey, Richard Proctor)
Marina (Rachel McCartney)
Amphitheater (Rachel McCartney)
Parks (Rachel McCartney)
Marina Bike
Park
Blue Silo
Bike Park
Other Development (Rachel McCartney)
Execution…6
Benefits (Sara Byrnes)…7
Connectivity and
Creation of a Common Vision
Improved Public Health and Recreation
Opportunities
Restoration
of Ecology and Habitat
Economic
Gains and Catalyst for Development
Tools to Measure Success
Partnerships
(Sara Byrnes)…8
Land
Assembly (Richard
Proctor)…9
Parcels and Project Areas
Costs (Becky Salak)…10
Infrastructure
Bike
Trail
Parks
Marina
Financing
Infrastructure
Financing
(Becky Salak)…11
Infrastructure
Trail
Parks
Marina
Conclusion
(Richard
Proctor)…12
References (all)…13
Fact Sheet Handout (Sara Byrnes)…14
PowerPoint Presentation (Content – all, Editing – Sara Byrnes)…15
Additional Work:
GIS Maps (Becky Salak)
Paper Compilation (Richard Proctor)
Team Leader (Sara Byrnes)
Introduction:
The Train Avenue corridor
was once home to many of Cleveland’s most prominent businesses. The Cuyahoga River and the railroad tracks
provided ample access for the transporting of goods and services. For many years the working class
neighborhood was full of life and vigor.
Unfortunately, many of the businesses have uprooted leaving behind
dilapidated and uninhabitable structures full of environmental concerns.
The purpose of this study is to provide assistance to those with a vested interest in redeveloping the Train Avenue corridor. The class was sectioned into two phases. Phase I consisted of the collection and analysis of data, market studies, identification of the strengths and limitations, and the integration of community interest and involvement. Phase II, used the information gathered in Phase I to formulate conceptual proposals for the redevelopment of the corridor.
To ensure
that attention be given to the entire corridor, the class was divided into
three groups; one focusing on the eastern portion of the corridor from the
river to approximately West 25th Street, another focusing on the
middle-section of the corridor from West 25th Street to West 41st
Street, and the third group with a focus from approximately West 41st
Street to West 65th Street.
All three groups shared but were not limited to a few common themes such
as; incorporating the Towpath Trail, and maximizing the utility of green
space. It is our belief that the
corridor can be redeveloped into a more desirable place to live and work, and
our visions are a reflection of that.
This section
of the study explores the potential of redeveloping the eastern portion of the
corridor. Our overarching goal is to
provide those interested with a feasible framework for redeveloping the
corridor. The objective is to
incorporate the trail and recreate the river to potentially become a point of
destination. We attempt to integrate
the values of the existing businesses and residents, with our concepts and
ideas. The paper is sectioned in a
manner to emphasize our concepts and ideas, while providing a strategy for
implementing them.
The first
section of the paper provides a historical overview of the area, as well as an
outline of the current uses and zoning.
Many of the remaining businesses are industrial and/or manufacturing in
nature. Majority of the study area is
zoned GI for general industry, with pockets of commercial and residential
zoning scattered throughout.
The historical overview and current land use section is followed by our concepts and visions. In this section we provide a synopsis of what we hope to achieve. Our vision is to provide the resident or visitor along the trail with an incentive to take the turn from Scranton onto Train Avenue by improving the streetscape and creating nodes such as the bike stop.
The execution
section follows the concepts and visions.
This section provides a framework on how we plan to
accomplish our objectives. We discuss
the partnerships that would need to be formulated in order for a project of
this magnitude to be considered feasible.
We highlight parcels that would need to be acquired and provide an
estimate of how much it would cost to do so.
We discuss the Towpath trail, the potential creation and impact of the
bike path nodes, and the possibility of expanding the marina. Lastly, we provide cost estimates and
funding sources for the project.
The final two
sections involve the benefits of the project and concluding thoughts. We list and explain the benefits, outlining
the reasoning behind why the project should be developed. We conclude the paper with a section
considering the next steps.
Every book needs a good beginning. If the first few chapters don’t catch the reader’s fancy, chances
are that they will not continue reading to the end. It is the same for the Train Avenue Project. The eastern portion begins the journey down
what we hope will be a redeveloped and certainly more attractive thoroughfare. Our vision is to provide the resident or
visitor the incentive to take the turn from Scranton onto Train Avenue and
explore this little known part of the city of Cleveland. In the words of Robert Frost we want them to
take “the road less traveled.”
One of the most important lessons we have learned as
students in MUPDD program at Cleveland State is to identify your project’s
strengths, emphasize them and acknowledge your weaknesses and minimize
them. To be truthful, Train Avenue has
plenty of the latter and few of the former.
But to show that no area is too foregone, we propose to focus on the
area’s natural strength at its beginning – the river.
The Cuyahoga River has had an amazing history. Despite its twists and turns it became the focal point of one of America’s industrial powerhouses. At first it welcomed barges from the Ohio and Erie Canal, and later served the steel industry and Cleveland became a hard working steel town. Later it gained national notoriety for its combustible qualities. Today the city is turning to face the water, both the river and the lake, and recognizes their value to a city that is trying to reinvent itself. The lower part is now home to one the gems of the Midwest – the Cuyahoga River Valley National Park, one of the few national parks close to an urban area in the nation.
The Towpath Trail which traces the route used by the horses
and mules that towed the barges up from the Ohio River is now looking to
complete the last part of its journey from its beginning in Coshocton to its
ultimate historical destination – the banks of Lake Erie. The trail will runs right past Train
Avenue. The group as a whole has called
for a bike route that will, we hope, become and extension of this trail, and
lead those who are adventurous to take it to destinations such as Eco-Village.
The start of our story will begin at the marina just a few hundred feet north of the intersection of Train and Scranton. The city is looking to perhaps displace some the marinas along Whiskey Island in order to develop that prime piece of real estate. This would be an excellent location to take some of the boats that may have to move and moor here. An improved clubhouse with more amenities might actually make this a destination spot.
Commuters often use Scranton Avenue as a short cut to avoid
the bumper-to-bumper traffic of the innerbelt.
The state is planning to do some major work on the interstates and
Scranton will be even more heavily traveled.
We want to give them something to stop for on their rush to their homes
in suburbia. Just to the south of the
marina will be another of the focal points of our project – lush green
space. This park will provide the
visitors with a fantastic view of the Cleveland skyline, a park bench or a
picnic table to lounge on, a water fountain to calm the noises of the city and
public art to stir the soul.
The park will also be home to an intimate outdoor theater. This would be the only outdoor theater on the westside of Cleveland. Classics by Shakespeare, O’Neill or Becket could be presented in a unique atmosphere. Avante garde productions and original works by local playwrights would be intermixed with children’s theater, dance and music. Theater groups such as Cleveland Public Theater, which originally produced the outdoor productions of “Shakespeare at the Zoo”, could easily be enticed to aid their expertise. Other companies also would be more than willing to make this project a success. Funding could come from The Gund Foundation, Cleveland Arts Foundation, the Cyrus Eaton Foundation and other civic groups.
Eventually new housing, constructed from environmentally friendly materials, will be built along the hillside on University Avenue. The Towpath then runs next to the Ferry Cap and Screw Co. and heads up the hill into the Tremont neighborhood. Here we want to encourage visitors to explore our “road less taken.” On the south side of the street will be a simple green space - a stop for bicyclists to pause before they continue on their journey. It would house an informational kiosk and a picnic bench or two.
Across the street on the north side of Train is the Werner
Smith Co. The facility has been the
labeled by our group, the misleadingly kind description - the “blue
silos.” Of all the negatives in our
portion of the project this is the most egregious. Simply put it is a mess.
The buildings are dilapidated, rusting and crumbling, the ground is
unhealthy shade of gray and there is a bit of a fetid odor emanating from its
environs. Somehow the city needs to
address this ecological and aesthetic eyesore.
We would encourage the city to enforce a cleanup of the property. In the
event that doesn’t work consider declaring the property blighted and begin
eminent domain proceedings to take the land and use it in a far more pleasing
way. Perhaps a park, which given the
condition the soil appears to be in may be the only option.
To show that even a major negative can be turned into a
positive we like the blue silos. Even
if the area is transformed into a park we would like to see the silos
maintained and used as a canvases for murals.
Various themes could be used in the design of these huge works of public
art. The Latino heritage of much of the
neighborhood’s populace could be colorfully displayed. Other ideas could be art that represents
Cleveland’s industrial past, a tribute to veterans or even something abstract.
Visitors to the area would surely take a look down the road see the murals
glimmering in the summer sun and want to explore our “road not so less
traveled.” The bike path would then
continue along the south side of the road beneath the West 25th
Street Bridge and on to the next section of our capstone project.
Our vision is not limited to only the areas we directly
intend on developing. As in any good
plan benefits should spillover to adjacent locales as well. The Train Avenue/Walworth Run corridor is
directly connected to three of Cleveland’s oldest neighborhoods - Tremont,
Clark-Fulton and Detroit Shoreway. It
is our hope that the amenities we are proposing will have a positive affect on these
areas as well. This project could spawn
new developments in housing, business and recreation in the adjoining
communities.
For years there has been talk of Forest City’s plans to
develop the Scranton Road peninsula, most recently in connection with the new
convention center. Part of our project
crosses over into this area. Our vision
is that the marina, park and amphitheater complex might provide the amenities
that would spur development of part of the peninsula. We would not expect our relatively small project to be the
impetus to the full-scale plan that Forest City has proposed. But maybe it can begin the process of some
additional housing along Scranton to the Eagle Avenue Bridge. Sometimes it can be the seemingly small
plans that end up having a rippling effect.
As a result of the project with the development of the
Towpath Trail, Marina, Cultural Park, and greenspace pockets, we would
incorporate the positive qualities of our natural systems of the river valley
and have nature/preservation coincide with the existing industrial development
within the project area. We would like to eliminate various conditions of
disinvestments within the project area and to redevelop the area through new
industrial, commercial, residential and greenspace development and
rehabilitation/reuse of existing development, to maintain and expand industrial
and commercial businesses, greenspace development and residential
neighborhoods, and to preserve and reuse cultural resources.
Redevelopment actions to be taken may include, but not be
limited to, land assembly, technical assistance, financial assistance, owner
participation agreements, and development agreements as well as funding
specific improvements to infrastructure and community services in order to
assist the development purposes described above.
Our
redevelopment efforts are based upon the concept of “smart growth,” and
“sustainability” which recognizes the importance of focusing reinvestment
efforts in areas already served by infrastructure systems, uses environmentally
friendly building material and practices, and that provide a mutually
supportive mix of land uses that meet the daily needs of the community.
Additional development plans have also been proposed for areas adjacent to the project area. The Scranton Rd. Peninsula, a 65 acre thumb of land, which most of it is a Brownfield, has had feeble plans for a new residential neighborhood on the peninsula comprised of at least 2,400 housing units, retail redevelopment and park/green space development. If this project should be implemented, it would be an asset to the overall success of the redevelopment of the corridor and Towpath Trail extension.
The neighboring communities of Ohio City and Tremont also have an array of new housing developments in place. These neighborhoods are within walking distance to the project area and should assist in making this district a success.
Historical Overview:
The Train
Ave. corridor along with its surrounding neighborhoods have long been
associated with being a dense industrial urban area that has seen better days.
Many of the properties are old, dilapidated and in inhabitable condition. The
infrastructure too, is in extremely poor condition. But this area wasn’t always
in this shape. It was once home to many of Cleveland’s prominent businesses
that were the backbone of our city’s industrial development. The Cuyahoga River
and railroad provided essential transportation to the area, which in turn
spurred its development. But after many years of supportive development and
years of environmental abuse to the land and surrounding communities, the
corridor has become forgotten.
The Walworth
Run Valley was once a lush deciduous headwater stream of the Cuyahoga River.
Headwater streams are the small networks of streams that are generally less
than one square mile and provide benefits to the larger river system they are
connected to. These benefits as documented by Ohio EPA include; sediment
control, nutrient control, flood control, wildlife habitat corridors and water
and food supply to nourish downstream segments with organisms.
In 1885,
Walworth Run Street was opened and the stream was buried. Walworth Run valley
was previously used as a dumping ground. A main sewer was built along Walworth
Run to divert sewage from the river. The burial and culverting of the headwater
streams is an ongoing practice used in land development procedures.
The area from
the Cuyahoga River to W. 25th St. has been primarily an industrial
district since its development. Industrial development around the Corridor was
typically limited to the use of waterpower and the steady introduction of the
steam engine in the early 1800’s. The west side’s first industries were saw and
gristmills, tin and sheet metal factories, shipbuilding, breweries and paper
mills.
Cleveland and
its neighboring townships began to see a dramatic change in its development in
1827 with the opening of the Ohio and Erie Canal. With the influx of growth
from the canals, the immediate west bank of the flats was dramatically
transformed from farm area to a growing center of commerce.
The community
continued to grow and prosper. More industries came to the area with focus
beginning on heavy industry such as edge-tool manufactures and the Cuyahoga
Steam Furnace Company, one of Cleveland’s first iron-ore manufacturers.
A major
advancement in Cleveland’s West side development was the growth of the
railroads. The flat topography of the Walworth Run Valley gave to area an
advantage for early railroad development. The Cleveland, Columbus &
Cincinnati Railroad’s location along the Walworth Run Valley would later assist
with the west side manufacturing development along the Train Avenue corridor.
The
partnership between the shipping industry on the Cuyahoga River and the
railroads was one of the neighborhoods advantages. The area continued to grow
and prosper until the 1950’s when the railroad and watercraft shipping
industries began to become more and more obsolete due to the growth of the
trucking and airline industries. At this time too, the corridor and surrounding
neighborhoods began to decline and lose the population, character, and
prosperity it had seen in its earlier days.
Topography
The
topography and infrastructure location of the project area poses a challenge
for any new development within the area. The site area is located within a
narrow valley with steep topography that flattens out near the river. Two
separate sets of train tracks run along each side of the slope framing the
project area and residential homes are packed together on the top of the slope.
The thoroughfare meanders through the valley so close up to the slope making it
difficult for expansion. Many of the existing structures are built up to the
public right of way with no on site parking.
Current Uses
Current uses
of properties located within the project area are primarily industrial,
manufacturing and warehousing facilities, many of which are abandoned,
dilapidated and in poor condition. Many of the buildings were built in the
early 20th century and have not been properly maintained, are at the
end of their useful life, and don’t fit the changing needs of businesses today.
But not all of the businesses are rundown; the Ferry Cap Set Screw Company has
been located along the corridor for many years and is one of the businesses
within the area that properly maintains their property.
Another major
property owner within the project area are the railroad companies, Norfolk
& Western and Consolidated Railway Corp., which formed early development of
the corridor. The railroad parcels frame the corridor on each side throughout
the project area, until they converge just west of W. 25th St.
The project
area also has some parcels of vacant land and special use properties, such as
the Marina. There were few larger vacant parcels of land with the potential for
redevelopment, but these parcels may also have environmental concerns.
The
surrounding neighborhoods, Tremont, Clark Metro and Ohio City, house dense
residential development. Many of the residential properties within the area
were built around the turn of the 20th century and are in various
conditions. Fortunately, there has been a era of reinvestment within theses
neighborhoods and many of the properties that are in poor condition are being
renovated and brought up to today’s building codes. There has also been a lot
of new housing development, town homes, adaptive reuse and infill properties,
which give these neighborhoods a variety of housing choices.
Current Zoning
The majority
of the project area is zoned Semi and General Industry by the City of Cleveland
with some residential and commercial pockets located off the immediate
corridor. The Industrial zoning supports the existing uses, but many of the
site areas are legal non-conforming uses due to the irregular lot sizes and
shapes. A zoning change or condition use permit may need to be acquired for
some of the proposed developments within the project area.
Towpath Trail Extension:
Initially
created as a path to lead animals hauling canal boats nearly two centuries ago,
the Towpath Trail has since evolved into “a defining feature in the Cuyahoga
Valley landscape.”[1] The Cuyahoga Valley National Park,
established in 1974 converted approximately 20 miles of the towpath into a
shared use trail.[2] The success of the initial trail sparked an
interest to extend it throughout the Ohio & Erie National Heritage
Corridor, a stretch of more than 100 miles.
In 1999, the Cuyahoga County Planning
Commission published a document outlining a plan for the future design and
construction of a five-mile segment from old Harvard Avenue to downtown
Cleveland.[3] The proposal includes an examination of the
existing conditions of the study area and the feasibility of constructing more
segments. Since then, numerous studies
have emerged examining the possibility of extending the trail.
For the
purpose of this study, we evaluated the possibility of creating a segment
linking the Cuyahoga River to the Eco Village via the Train Avenue
corridor. The preferred alignment for
our section of the connector starts on the eastern side of Scranton Road at the
marina. The trail follows Scranton Road
to the intersection of Walworth Ave., where it veers right and extends along
the southern side of Walworth Ave. past the West 25th Street
Bridge.
In proposing
the extension, we had to consider the prospects of working with Cuyahoga Valley
National Park, along with other legal issues associated with the process. The Cuyahoga Valley has been supportive of
efforts to extend the Towpath Trail as it has the potential to serve as a
catalyst for other public infrastructure improvements, and economic development
and neighborhood revitalization projects.
Their emphasis is based on the feasibility of developing and maintaining
the trail, as well as the potential impacts of the trail on the neighboring
communities.
The proximity
of the proposed alignment to active railroad lines creates other issues such as
setback requirements, easements, liabilities and insurance. There are no specific setback requirements
with regards to trails and roadways, as long as there is a distinguishable
border between the two. According to Rails-with-Trails:
Lesson Learned, a national study conducted on multi-use trails proximate to
railroad lines, there are no consensus setback requirements for trails and
railways.[4] Variables such as topography, site distance,
and train-type, speed and frequency help determine the appropriate setback;
fencing, ditches and other tactics also separate the trails from the
railways. In the past, private railroad
companies have been reluctant to allow easements on their property for the
purpose of trails because of the increased risk of injury; however, the
Recreational Use Statue of 1965 has been used as a tool to ease the stance of
the railroad companies.[5] The statue reduces the liability of the
railroad companies if the land is allocated for public use. The suggested alignment would avoid
encounters with the railroad tracks in our section.
Marina:
On the Cuyahoga river, off Scranton Avenue sits a
marina. This marina has seen better days, but has enormous potential.
Originally called “Marina Bay”, it was built to be a luxury 70-slip
marina. Our group proposes to bring a bit of that original intention back to
the site. The east side group suggests that through the powers of the city, the
marina becomes public property and is then leased to a private firm for the
operation and management of the site. Two new buildings will be built, one of
which will house the administrative offices of the marina, a restaurant and an
information kiosk. Public services such
as restrooms and bike rentals will also be available in the marina
building. Information on what
attractions can be found on the other end of the Train Avenue bike-path as well
as other interesting sites in the immediate region, will entice the public to
venture to areas of the city that they may never have been to before.
The second building will hopefully be the new home
of the Cleveland Rowing Foundation.
This is a 700 member club that needs a new modern-day boathouse. Inside the boathouse would be the offices of
the Rowing Club as well as kayak rentals.
It is hoped that bringing permanent recreation from a well respected and
established group to this part of the city will act as anchor and encourage
people to spend more time in the area and invest their money on more permanent
improvements. Chris Ronayne the
Cleveland City Planning Director said during an interview on NPR about the
Cleveland Rowing Foundation’s effort for a new boathouse that “People are not
as willing to invest money if they don’t think the organization is going to be
there in five years. This is a great non-profit organization. We recognize they
cannot go it alone, they’re going to need some outside sources of funding. So
the first hurdle is to help them gain site control.”[6] This would be a top recreational opportunity
to have in the city, a recreation which typically attracts well educated,
higher income people. Cleveland Sports Commission President David Gilbert says
the region already has the Towpath Trail, the Cuyahoga Valley and the Metro
parks, just to name a few. So, he says, it makes sense to throw a boathouse
into the mix and add one more way for Northeast Ohio to boost its potential for
economic growth. [7]
The purpose of restoring the marina is to capitalize
on the abundant water resources the city has.
There are numerous concert venues and bars and restaurants along the
Cuyahoga River and boating is a popular way to spend a day in Cleveland. It would be nice to see more people using
the water as a means of transportation from one spot to another along the
river. While the marina will make its
money from private watercraft and rentals, we also propose a water taxi service
from this site to promote the river and the various amenities that already
exist in the city along the Cuyahoga. Through out our redevelopment area we try
to bring the theme of water alive for the public so that the
river-as-a-resource never quite leaves their mind.
Amphitheater:
Currently a block of several parcels sits mostly
undeveloped next to the marina. The few depilated buildings that are standing
on these parcels would be taken by eminent domain and razed by the city. We propose an outdoor theater and open space
park on this site. There is a natural hillside on this parcel which would lend
itself beautifully to a terrace-type theater.
The hill will be sloped so that the bottom section closest to the stage
will be formed into seats and the rest of the hill side will be at a gentle
angle for picnic-style seating. The theater would seat about 100-150 patrons.
This theater will form a connection to the arts community that currently is
active in Tremont. There is no outdoor
theater space on the west side
of Cleveland, and this would provide a venue
for the arts community to bring their productions to a new unique locale. The site would be one of a kind with the
river as a backdrop and barges running along the river as a gentle reminder of
the urban-ness of the area.
Parks:
Marina Bike Park
The parcel across University Street from the
Amphitheater and Marina will simply be dedicated to open space. To stay
consistent with the arts theme we propose this site to house local sculpture
and other public art. And to stay
consistent with our main theme of water, we would like to see a water fountain
on this site as well. The fountain, if grand enough, will serve as an
attraction in itself. We also see signage on this site to direct the public to
the other side of Train Avenue and to the rest of the community.
Blue Silo Bike Park
On Train Avenue sits a parcel of land that not only
has a peculiar odor to it, but also looks like the worst case of industrial
pollution imaginable. This is the Werner-Smith site. While it looks and smells
like heavy pollution, apparently the large blue silos contain vegetable oils.
We would like to see this site taken over by the city, but because it is a
viable business we propose giving the owners an option to sell anytime within
the next 30 years. In the meantime we would like to see the land cleaned up and
the blue silo’s painted by area artists. The business can stay if necessary, but they should
contribute to the revitalization of the area by allowing artists to paint the
silo’s and by cleaning up their land.
Across the
street from this site is a vacant parcel where we propose another stop for
bikers. The parcel will be cleaned up
and replanted with non-invasive native species. We would like to see benches
made by local artists for people to rest on as well as another fountain to continue
the theme of water along the bike path. There would be more signage or an
information kiosk describing the surrounding areas and amenities.
This would conclude our proposals for development
along the eastern section of the Train Avenue corridor. The middle section will
continue the bike path along the southern side of Train Avenue and will
continue to provide opportunities for visitors and residents of the area.
Other Development:
Across the street from the marina (University and
Scranton) there is a small triangle of land where we propose building about 6
town-homes. These homes will be green-built in the tradition of neighboring
Eco-Village and will have educational signage describing the various
sustainable methods used in building the homes. The town-homes will be built
into the hillside, and the rest of the land will be park land where bikers may
stop to read about the new type of housing that is built on this site as well
as have the opportunity to learn about the Eco-Village and Eco-City Cleveland
and their success at bringing sustainable housing and commercial buildings to
Cleveland.
Our plan to improve the eastern section of the Train Avenue/Walworth Run Corridor will involve the cooperation of community leaders and residents, as well as government officials, affected businesses and civic organizations. The need to raise the area from its current condition to the level that we envision for it will require an enormous amount of cooperative work. In order to completely change the locale from one of desolation and abandon to one of recreation and creative activity is a daunting task. This type of overhaul can only be achieved with sleeves rolled up and plenty of sweat. All sides must be heard from, and all reasonable ideas should be considered.
Much of the entire project will depend on the renovation of
the roadways involved; particularly Scranton and Train Avenues. Both streets are in deplorable condition and
unless they are completely redone, not much of anything has a chance of being
implemented, let alone the ambitious concepts presented here. The work that is
projected to be done on the innerbelt, and the resulting increase in traffic
along alternate routes, should spur the state to make Scranton a better and
smoother thoroughfare. In conjunction
with the proposed improvement in the Walworth Run Sewer conduit the city should
be looking at improving the Train Avenue roadbed that has deteriorated to such
very high degree, especially beneath the various bridges that span the road.
The first steps to be taken to get the project underway will
be a continuation of our stakeholders and citizen’s surveys. Based on our current plans we need to expand
this list and examine and adapt the concepts we have put forward based on an
inclusive exchange of ideas. This will
be followed by public meetings to gather as much data as possible on the wants
and needs of the community. From this
step we should be able to come up with the final concept, leaving room for
changes both economic and political.
Our model will then be proposed to those government officials who will
be responsible for the funding and planning support, as well as presenting our
ideas to private foundations. Tours of
the area and high quality presentations will be used to demonstrate the
positive impact that this redevelopment would have on the neighborhood. Of course, we anticipate no problem with
funding, but if there are, we need to adapt the project in line with any fiscal
restraints.
The next step should be the assemblage of the parcels
required. The enforcement of building
codes should be utilized to encourage those offending businesses to clean up
their properties. Negotiations for the needed land should commence in good
faith, but the city should not be reluctant to use its eminent domain powers on
those property owners who refuse to cooperate. From an aesthetic point most of
the land that we seek to acquire is truly blighted.
Subsequently, we would need to enlist architects in the design of the new marina complex and adjacent theater. Careful attention must be made in the selections of our design team. Experience with the kinds of buildings we are looking to erect and input from the end users, boaters, restaurant management, and the arts community in the design of the riverside theater will be a priority. Landscape architects will be brought on board for the crucial design of what is our centerpiece – the greenspace. These plans would then be brought in front of the City Planning Commission and other governmental bodies for review. Again we anticipate no problems with approval, but if we have any we need to adjust our design concepts and keep trying until we receive the final okay.
Competitions among local artists for the artwork that will
be displayed in our parks would commence, judged by a panel of recognized
experts. Design parameters will be
established and the best concepts among those presented will receive the
commissions.
Construction could then begin. The construction process will be
accomplished in phases, with the work along the waterfront to begin first. The greenspace along the Train Avenue
portion would then be started and all should be completed according to a
well-researched and relatively flexible timeline. The public should be kept informed about the progress being made
at every step.
Benefits:
Throughout
the course of this project it has become apparent that the proposed greenway
extension of the Towpath Trail through the Train Avenue/Walworth Run Corridor
is not only justified, but also long overdue.
The project will have myriad positive effects on the immediate area,
neighborhood, and city through reclamation of a vital piece of Cleveland’s
heritage and restoration of an important watershed. The Trails and Greenways Clearinghouse notes, “Trails and
greenways positively impact individuals and improve communities by providing
not only recreation and transportation opportunities, but also by influencing
economic and community development.”[8] Though impossible to list the innumerable
benefits of this project, they can be categorized into four major areas:
connectivity and creation of a common vision, improved public health and
recreation opportunities, restoration of ecology and habitat, and economic
gains and catalyst for development.
Connectivity and Creation of a Common Vision
The
Walworth Run/Train Avenue Corridor has long been neglected, suffering
deterioration and disrepair since its days as a vital connection between the
city and the breweries and stockyards located along it and in the
neighborhoods. The Cuyahoga County Planning
Commission gives the following brief history of the area in its Cuyahoga Valley
trail map:
Walworth Run
was named after the Walworth family, prominent Clevelanders in the City’s early
history. While the Valley still is a
natural feature on Cleveland’s near west side, the creek itself was buried and
culverted long ago and has become a part of the City’s sewer system. The Valley and Train Avenue hold the
potential to be reinvented as a parkway and trail lined with a mix of uses and
open space that connect the near west side neighborhoods to the Cuyahoga River.[9]
Our proposed Towpath Trail Extension
and marina redevelopment project seeks to return this area to a more natural
state by reclaiming portions of underutilized land and restoring the wildlife
habitat while also promoting multi-modal forms of transportation linking the
various neighborhoods to each other and the river. As the guidebook Benefits
of Trails and Greenways notes, “Trails and greenways have the power to
connect us to our heritage by preserving historic places and by providing
access to them.”[10] This project will celebrate the heritage of
Walworth Run and the Cuyahoga River, and will include opportunities to educate
the public about this unique and storied history.
In
addition to reestablishing neighborhood connectivity and providing the area
with a sense of community pride, the project is also beneficial because it
provides cohesion with other plans for greenspace development in the City of
Cleveland. Our project fits with the
Cuyahoga County Planning Commission’s vision of the area and their Greenprint
Project, which sees Walworth Run as an opportunity to establish much needed
recreational space and wildlife refuge.
Specifically, the Train Avenue/Walworth Run Towpath Trail Extension will
fulfill all six of the Planning Commission’s Core Principles for development in
the valley:
·
The Healthy
Valley
will be supported through the improvement of the area’s ecology and
watershed.
·
Business
Innovation
will be marked by collaboration with various community groups, businesses,
foundations, and governmental entities to design and fund this project.
·
The Working
River
will be supported through emphasis of the river’s role in the history of the
area, redevelopment of the marina and waterfront, and access to the river that
the project will encourage.
·
Valley Art
and Design
will be implemented through collaboration with entities such as Cleveland
Public Art and the Ohio Arts Council to include public art as an integral
aspect of the project’s design.
Further, the development of a waterfront amphitheater and park areas
provide venues for all manner of theater, art, and public programming.
·
Destination
Cuyahoga Valley will be emphasized by developing the corridor as a gateway
into the valley and to the recreational opportunities that it offers.
·
Community
Capacity
will be supported by increasing access to the valley from the neighborhoods
surrounding Train Avenue, including the Eco Village, Ohio City, Stockyards,
Clark-Metro, and Tremont, allowing thousands of residents the opportunity to
participate in an amenity that many may not even know exists.
The
redevelopment of the Train Avenue/Walworth Run Corridor into a greenspace with
potential for recreational facilities and some in-fill housing is in line with
the visioning for the local community development corporations. Much of our portion lies in an area known as
Duck Island, which became spatially isolated as a result of topography and the
highway program. Duck Island is part of
the Tremont West Development Corporation, which identified the area as ripe for
selective housing development and sought to discourage any additional
industrialization.[11]
Additionally,
the trail extension also works with the Cuyahoga Valley National Park’s Ohio
and Erie Canal Towpath Trail Initiative, which has already established a trail
network from Zoar, Ohio north to Harvard Avenue in Cleveland. By adding this link to the system, thousands
of area residents will have access to this great network of trails, and the
Towpath Trail will be that much closer to reaching its goal of extending to
Lake Erie.
Improved Public Health and Recreation
Opportunities
In terms of
public benefit, the Train Avenue/Walworth Run Corridor redevelopment has the
potential to influence the lives and health of many of the area’s
residents. Those who live in close
proximity to greenspace have more opportunity to recreate and tend to live
longer, healthier lives as a result.
According to the Surgeon General, less than one-third of Americans are getting
the recommended 30 minutes of moderate physical activity at least five days a
week, and 40 percent of adults get no leisure-time exercise.[12] By establishing an attractive and inviting
trail through this corridor, thousands of residents may adopt healthier
lifestyles.
Bringing
nature and recreation opportunities to residents works. “Trails and greenways create healthy
recreating and transportation opportunities by providing people of all ages
with attractive, safe, accessible places to bike, walk hike, jog, skate or
ski. In doing so, they make it easier
for people to engage in physical activity.”[13] In a study of Indiana Trails, over 70
percent of respondents indicated that they got more exercise because of the
trail.[14] It is hoped that our trail will have the
same impact on the lives of the area’s residents.
Restoration of Ecology and Habitat
Restoration
of the Train Avenue/Walworth Run Corridor to a more natural state will provide
a much-needed natural habitat in a nearly built-out urban area. Connections, both for humans and wildlife
are important features of a trail system.
“Rail-trails that parallel rivers and streams provide vital buffer zones
for birds, turtles, fish, and plant life.
Trails provide transportation routes for humans, while they also create
transportation corridors for wildlife, often providing critical connections to
other, larger, wildlife habitats.”[15] This is important for maintaining a thriving
ecology and mitigating encroachment into wildlife habitats.
Because this
area is a natural floodplain, reestablishing the local ecology will benefit not
only the immediate area, but the river as well. It is hoped that the lower portion of Walworth Run could be
daylighted at the time of the extensive street and sewer repair project that is
slated for work in about 30 years time in order to create an even healthier
river valley.
Economic Gains and Catalyst for
Development
The
monetary gains for a project of this nature can be hard to quantify, but are
nonetheless an important tool for justifying the use of public or private
dollars for development. Some of the
largest value-added benefits arise in three key areas: increase in existing
property values, economic impact of the trail itself and associated purchases
and activities, and as a catalyst for future development.
Though
many property owners surrounding a proposed greenway project are often fearful
of negative economic impacts as a result of development, the opposite has been
shown to be true. Studies, such as the
1992 National Park Service Study, have consistently shown that property values
either increased or remained constant for homes located in close proximity to a
greenway.[16] Other studies have shown that there is a
measurable premium paid for property by such an amenity and this premium
decreases on a per foot basis the farther removed a property is from the
amenity.
In
one study in Wisconsin, homes adjacent to a trail sold for nearly ten percent
more than similar properties. Another
study in North Carolina showed a premium of $5,000 being paid for homes near a
regional greenway. In both, these homes
were also the first to be sold.[17] For an intuitive confirmation of this
effect, simply look in the real estate section of a newspaper to find realtors
enticing readers with claims such as “lake views” or “close to park”. It is hoped that by redeveloping the Train
Avenue/Walworth Run Corridor, such an effect will be realized for the adjacent
property owners.
Consequently,
these owners will be protected against lawsuits from trail users that may be
injured on their property. All states
save one have “recreational use” statutes that are designed to protect property
owners against injury claims resulting from trail use or other recreational
pursuits. In order to collect, plaintiffs
must prove that the landowner has engaged in willful and wonton misconduct.[18]
Another
area where gains can be felt is through purchases directly associated with
trail use. These can include food
purchased along the trail, bike rentals, or even the purchase of supplies or
accessories from the new users, such as bikes, helmets, and kayaks. In a 1999 survey of trail users in York
County, Pennsylvania, 65 percent of respondents said that their trail use had directly
influenced them to purchase, on average, $337.14 on items such as bicycles and
bicycle supplies in the previous year.
Further, the average amount spent of food purchased along the trail was
$6.74 per person.[19] Though this trail, the Heritage Rail Trail,
is much longer than our trail, 20 miles versus about three miles, it
illustrates the ability for trails to create direct and spillover economic
impacts on the community. In another
trail survey, for the Little Miami Scenic Trail in Ohio, found that an average
of $13.54 was spent on food, beverages, and transportation to the trail. Further, another $277 was spent on
accessories and equipment for the trail by the average respondent.[20]
Finally,
perhaps the largest economic impact that the Train Avenue/Walworth Corridor
project will have is the spurring on of future development and renewed interest
in the area. It is hoped that the area
will serve as a bridge between the adjacent communities and will revitalize the
area to the extent that it will be seen as prime real estate. In a similar type of project in Mispillion,
Delaware, a riverfront bicycle and pedestrian trail highlighting the area’s
ship building industry is credited with the city’s renaissance. “According to the Chamber of Commerce,
Milford has demonstrated a net fain in new businesses with annual retail sales
figures exceeding $200 million over the last ten years. Mote than 250 people now work in downtown
offices, stores and restaurants. The
Greenway and the growing downtown business district have attracted the
attention of housing developers and national retail businesses.”[21] Though each project has its own set of
circumstances, the Mispillion River Greenway illustrates the power that
carefully planned and executed development can have.
Maybe more
important, though less tangible, are the positive effects that such development
could have on the area and its residents.
The Transportation Enhancements Clearinghouse noted of similar projects,
“Some have documented economic revitalization, from higher tax revenues to
increased private investment to the creation of new jobs. Others have seen something harder to capture
but nonetheless present the experience of a more livable, enjoyable
community. Being able to travel and
exercise on a trail, walk down a tree-lined, brick paved sidewalk, or learn
about transportation history are all activities that provide valuable social
benefits.”[22] These external benefits should be considered
when doing any kind of benefit-cost analysis for the project, and could prove
to be most powerful aspect of the Train Avenue/Walworth Run Corridor Project.
Tools to Measure Success
The process
for quantifying or qualifying the area’s potential benefits will be
difficult. Financial models may be
developed using information from case studies and benefit-cost analysis. Further, opinion surveys and the gathering
of the public’s sentiments on the project would be useful in gauging the impact
that the redevelopment may have. It is
essential to “sell” the project to the public and funders based on its very
real ability to positively affect the area.
As the project gets underway, benefit reporting should continue, with
the ultimate goal being the ability to show real growth trends as a result of
the trail and an increase in the area’s wealth.
Finally, it
is important to keep in mind the reasons for developing this area and the
potential it truly holds. The Cuyahoga
County Planning Commission states the impetus for development along the
Cuyahoga River and why the success of the city is ultimately tied to the water:
“The heritage
of the River Valley and its importance in the United States’ development is
highlighted through a number of national designations, including the American
Heritage River, National Heritage Corridor, and Scenic Byway. Our future will depend on how the River’s
heritage and essential nature are integrated with the Valley’s economic and
social potential to create a unique 21st century landscape.”[23]
Partnerships:
In
order for any large-scale project such as the Walworth Run Towpath Trail
Extension to be a success, a network of partnerships must first be established
and community involvement must be fostered.
Without support from key constituents, any efforts on the part of
planners are likely to be met with opposition and distrust. By including area residents, landowners,
community groups, government officials, politicians, and other organizations at
the beginning stages of development, planners and the project in general will
be advanced by open lines of communication, an environment of collaboration,
and the resources and ideas brought to the table by diverse stakeholders.
The
process for involving residents and business owners directly affected by the
project is perhaps the most integral component to ensuring a smooth and timely
development. These individuals arguably
have the most to gain or lose by the project and are likely to have strong
feelings about any changes to their neighborhood. By utilizing early intervention and outreach, a situation that
may potentially garner a cry of NIMBY (Not In My Backyard) can be easily
changed to YIMBY (Yes In My Backyard).
To
many, the development of a greenway or trail in an underutilized corridor would
seem to be a definite positive, but to homeowners and business owners such
development could illicit fears of property takings under eminent domain,
changes in traffic flows (especially relevant to business owners), decrease in
property values, increased crime or safety concerns, and questions of access
and liability. The most appropriate way
to quell these fears is to invite these stakeholders to participate in the
planning and visioning process, and to provide them with accurate information
and analyses of the project. As Susan
Doherty of the Rails-to-Trails Conservancy notes, “The location of a potential
trail needs to be discussed before work begins. The design and management of a trail ought to be the subject of
public scrutiny before any asphalt is laid or landscaping is planted.”[24] Once the element of the unknown is removed
and the neighborhood’s residents have been given the opportunity to participate
and have their voices heard opposition that may have built up is likely to
dissipate. Further, any concerns that
do remain are likely to be justified and worthy of further investigation and
mitigation. In a 1998 retrospective
review of 125 trails, the Rails-to-Trails Conservancy found 85% trail managers
reporting no opposition to the opening of their trails or that landowner and
citizen concerns were adequately addressed through outreach activities.[25]
In
Phase I of this project, the community was involved through the implementation
of two focus group sessions, one each for residents and business owners. Names of individuals and business owners
active in the community were gathered through contacting the local community
development corporations, or CDCs (Clark-Metro Development Corporation, Tremont
West, Stockyards, and Detroit-Shoreway), and they were invited to attend. Though only a small representation of the
area, these initial meetings established a baseline for knowledge of and
feelings about the proposed Towpath Trail extension into the neighborhood. The general perceptions were that the Train
Avenue Corridor, a haven for drag-racing and dumping of refuse, was in
desperate need of assistance and a that a greenway could possibly help the
neighborhood.
Another
group of landowners that have a directly vested stake in development along the
Train Avenue Corridor are the railroad companies, and collaboration with these
companies should be paramount. In some
areas of the trail, it may be necessary to use the right-of-way belonging to
the railroad, and the companies would understandably be concerned about safety
and liability issues. Though rail-trail
programs have proven that multi-use trails can safely coexist with railroads,
the companies may be reticent to agree to such a program without a clear
program and plan, though the Rails-to-Trails Conservancy has found less
opposition than one might expect.[26] It is the job of the trail proponents to establish
a good working relationship with these companies in order to move the project
along.
Other
constituents that must be involved in the process are the community groups that
service the area, such as CDCs, churches, and block clubs, as well as the politicians
that represent the various wards and neighborhoods. These are the organized groups that usually know the sentiments
of the neighborhood and can provide either strong support or opposition for a
project. These stakeholders can be
invaluable for ascertaining how the area’s residents feel about the project and
then communicating back to them information about the development.
Special
Interest Groups and public and private foundations are other key actors that
are important to the success of any project, and could help drive public
participation and interest in development along the Train Avenue Corridor. These are the organizations that bring
together like-minded people that often are mobilized around areas such as
conservation, outdoor recreation, and community development. Furthermore, they often have a stable of
dedicated volunteers and may even serve as a source of funding. The Special Interest Groups and foundations
that could be targeted for the Walworth Run project could include:
·
American Rivers
·
EcoCity Cleveland
·
League of American Bicyclists
·
The American Hiking Association
·
The Bruening Foundation.
·
The Cleveland Foundation
·
The Conservation Fund
·
The George Gund Foundation
·
The Land Trust Alliance
·
The National Trust for Historic Preservation
·
The Nature Conservancy
·
The Trust for Public Land
Finally,
there must be clear communication and collaboration with the various layers of
local, state, and federal governmental entities. By identifying key contacts early on within entities such as the
Ohio Department of Development and the Ohio Department of Transportation, which
also offers funds through the federally funded Transportation Enhancements
program, time-consuming and costly missteps can be avoided. There usually exist within these departments
individuals who are dedicated to navigating the complex deals and paperwork
that can accompany a project of this magnitude. They can assist in the development efforts through their
expertise, contacts, and technical assistance.
Other important government agencies include the National Park Service’s
Rivers, Trails, & Conservation Assistance Program, which offers technical
assistance to facilitate the conservation of rivers and open spaces, and the
development of trails and greenways.
The Rails-to-Trails Conservancy outlines
the following key strategies for success in its Rail-Trails and Community
Sentiment: A Study of Opposition to Rail-Trails and Strategies for Success
guidebook:
·
Be the first to contact adjacent landowners.
·
Provide a designated contact person to respond quickly and
accurately to suggestions, concerns and other comments.
·
Create opportunities for one-on-one communication.
·
Give landowners a role in the project.
·
Know your facts and prepare a management plan.
·
Arrange a tour of an established rail-trail in your area
and/or invite other communities to speak about their trails.
·
Look for built-in constituencies among adjacent landowners.
·
After support for your project begins to grow, hold a public
meeting to answer any lingering questions and to present the plans for the
trail.
·
Construct a “demonstration” section of trail.
·
Bring in a third party to help build consensus.
·
If faced with a lawsuit, continue work in the areas of
planning, design, funding, and possibly construction of your trail.
·
If encountering illegal activity, don’t become
confrontational yourself.
·
Above all else, be positive and creative.[27]
Land Assembly:
Although the
proposal is conceptual, we have identified nine parcels that need to be
acquired in order to proceed with the proposed ideas. The parcels were selected based on their proximity to areas we
deemed potential nodes. Though they are
scattered throughout the study area, there are only three property owners to
negotiate with; one of them being the City of Cleveland.
We have
created a spreadsheet identifying each property and its value. Six of the nine parcels selected are
proximate to the river and would contribute to the expansion of the marina or
the development of a riverside park and amphitheatre. Of those six parcels, only three currently have buildings on
them. One of the remaining parcels,
located at the intersection of University and Scranton has the potential to be
redeveloped into housing. One of them
is green space, situated at the intersection of Scranton – Walworth – and
Fairfield. It will serve as a bike stop
and gateway into the community. The
last parcel is parallel to the proposed bike stop. It is occupied by silos and needs to be acquired and cleaned up
to improve the aesthetic feel of the corridor.
Two of the parcels, both vacant, are owned by the City of Cleveland and could possibly be donated. Six of the remaining seven are owned by Scranton Averell Inc., and will cost in the neighborhood of $2 million to acquire. The last parcel is owned by VLAS LLC and has an estimated market value of approximately $2 million. Hence, in all likelihood it will cost between $3 – 5 million to acquire the parcels, not including demolition and clean up cost.
Parcels and Project Areas
Costs:
At
this early stage of the planning process, it is difficult to accurately
estimate what it would cost to enact the plans. This section focuses on detailing where spending will need to
occur, rough estimates of costs, and provides information on possible funding
sources.
Infrastructure
The
roads need major repairs. Due to the
low levels of traffic, these repairs will not be made for years, perhaps
decades. The sewers need major work as
well. According to the sewer district,
this work is not set to occur for at least twenty years. It would be difficult at this preliminary
point in the planning process to determine the price for these improvements,
except to say that it would be a capital infrastructure project.
Bike Trail
The
bike trail is set to be built in the more recent future. The Towpath Trail extension into downtown
Cleveland is set to be completed in the next five years, according to the
Cuyahoga County Planning Commission’s “Linking the Corridor” Study. This study lists cost estimates for various
segments of the trail. This includes the neighborhood connectors, like the ones
that connect the trail to Train Avenue through the Clark-Metro
neighborhood. But the trail design does
not include an extension up Train Avenue.[28]
The
costs of the trail would include trail construction at grade and along ridges,
trailheads with parking and kiosks, on-street markings and interpretive
signs. The “Linking the Corridor” Study
lists cost estimates that give a general idea of the costs associated with
building a new multi-use trail.[29] For example, the 10,100-foot segment that
runs through our study area along Literary Avenue to Scranton Road would cost
about $1.3 million to construct. A
trailhead with 20 parking spaces and a kiosk costs $40,000. On-street markings cost $2,000 per street
and interpretive sign run $2,000 apiece.
To get perspective on the size and expense of the entire project, the
total cost of the final six-mile stretch of the Towpath Trail from Harvard Road
to downtown Cleveland will be more than $25 million.[30]
Parks
It is also
difficult to estimate the costs for the proposed parks. The costs to acquire the land would be the
first costs to be considered.
There are a
number of parcels that would need to be purchased to enact this plan. The cost estimates are based on the market
values listed on the Cuyahoga County Auditor’s Office. These estimates are simply meant to give an
idea of the scope of the project.
If we decided
to make the marina public, that parcel would by far be the most expensive to
acquire. Marina Bay has a market value
of $1,938,600. The parcel next to it,
where the riverfront park would be located, has a value of $107,000. The three small parcels on University Road
have a total market value of $174,300.
The larger parcel across University Road from the marina has a value of
$292,800. The land for the park at the
intersection of Fairfield, Train and Scranton would cost around $69,500 to
acquire. The following table presents
information on the various parcels.
|
East
End Parcel Acquisition Estimated Prices |
|
|
||
|
Location |
PPN |
Address |
Owner |
Market
Value |
|
Marina |
00427015 |
2065
Scranton Avenue |
Vlas,
LLC |
$1,938,600 |
|
Riverfront
Park |
00426009 |
404
Scranton Road |
Riverwest
Dock, Inc. |
$107,100 |
|
Park
at Scranton & University |
00427010 |
1532
University Road |
Scranton
Averell, Inc. |
$162,600 |
|
Park
at Scranton & University |
00427012 |
1508
University Road |
City
of Cleveland |
$10,400 |
|
Park
at Scranton & University |
00427008 |
University
Road |
Scranton
Averell, Inc. |
$1,300 |
|
Park
at Scranton & University |
00427011 |
2111
Scranton Road |
Scranton
Averell, Inc. |
$292,800 |
|
Five
Points Park |
00425007 |
Walworth
Avenue |
Scranton
Averell, Inc. |
$69,500 |
|
|
|
|
Total: |
$2,582,300 |
Besides the
costs to acquire the land, we would need to landscape the parks and build
restrooms and parking. We would need
parking for the riverfront park. The
Cuyahoga County study estimates that the cost to build a 20-space parking lot
and kiosk would be $40,000. As for
restrooms, a small-prefabricated restroom building costs around $25,000 at the
low end, but cost about $75,000 total, with plumbing and installation.[31]
Marina
The EPA
website provides examples of environmental improvements made by marinas. These improvements are the kinds of things
we would like to see occur at Marina Bay.
Improvements in sewage and waste management, slope stabilization, and
landscaping are a few of the issues that may need to be addressed at Marina
Bay.
We are not
privy to the details of Marina Bay’s operation and its potential environmental
impact. We do know that the property
would need landscaping if it is to fit in with our green space plan. Two marinas on the EPA website listed their
landscaping costs at $5,000 and $8,000.
Edward’s Boatyard in East Falmouth, Massachusetts has a circular lawn
with two ornamental pools, flowers, shrubs, trees, and picnic tables. Deep River Marina in Deep River, Connecticut
created grass buffers with flowers between the parking lot and the river to
create a park-like atmosphere. Both marinas’ owners report that the environmental
improvements and landscaping have increased revenues and paid for themselves.[32]
Financing:
The financing
for this project will most likely require a creative mix of public and private
funds. This section will present
various funding options for the infrastructure, the bike trail, the parks, and
the marina. The first report of the
planning capstone class includes a database of potential funding sources. This report looks more closely at some of
those and others, to give a general idea about the types of funding sources
available.
Infrastructure
Most road and
bridge projects are funded by an assortment of local, state, and federal
dollars. The Ohio Department of
Transportation and the City of Cleveland would most likely provide the funds. One creative financing option might be to
apply for funds from the State Infrastructure Bank (SIB). The SIB is a revolving-loan fund that
provides funding to highway and transit projects, including rail and intermodal
transportation facilities.[33]
Trail
The
Rails-to-Trails Conservancy runs the Trails and Greenways Clearinghouse, which
provides guidance on all aspects of getting trails built, including funding.[34] They mention that federal, state, and local
governments can be sources of funds.
Many private foundations and companies provide grants for trail
projects. Whatever the funding, it will
most likely require ingenuity and a creative combination of funding
sources.
Possible
funding sources for the Towpath Trail extension include the Clean Ohio Fund, SAFETEA
Transportation Enhancement funds, Federal Highway Administration Recreational
Trails Program, the Safe Routes to School program, and the Ohio & Erie
Canal National Heritage Corridor Grant Program. The “Linking the Corridor” Study has a section on possible
funding sources, including some of those listed here and a few others.[35]
The Clean
Ohio Trails Fund provides grants for improving and expanding the state’s
recreational trails. The most recent
round of funding was awarded in 2002: $25 million to be spent over the next
four years. Positively for our project,
the Cleveland Metroparks received $310,000 to construct a 1.1 mile, ten-foot
wide asphalt towpath trail connector on the east side.[36]
The Transportation Equity Act for the
21st Century (TEA-21), passed in 1998, approved $3.6 billion in
funding for community enhancement projects through 2003. This program is intended to fund alternative
modes of transportation, like trails.
The SAFETEA Act currently under consideration in Congress would extend
this program. Since its inception,
about half the Transportation Enhancement funds have gone to bicycle and
pedestrian related projects, including over 1,000 rails-to-trails projects. To be eligible for the funds, a project must
be one of 12 surface transportation activities, including bicycle and
pedestrian facilities; and landscaping and scenic beautification. The funds are not grants, the federal
government provides up to 80 percent of funding, the balance of which must be
matched by other funding sources.[37]
The
Transportation Enhancement funds are distributed by state departments of
transportation. Each state can set its
own selection criteria. Many States
give extra credit to projects that benefit two or more of the eligible
Transportation Enhancement activities, including items such as scenic or
historic easements and historic preservation.
The U.S.
Department of Transportation Federal Highway Administration runs the
Recreational Trails Program (RTP), which provides $50 million annually to states
to develop and maintain recreational trails and trail-related facilities. On Train Avenue, RTP funds could be used to
construct the trail and acquire easements on property for the trail. Both of those activities qualify for RTP
funds. Each state administrates its own
program. In Ohio, the Department of
Natural Resources runs the program. In
2003, Ohio distributed just over $1,000,000 of RTP funds to seventeen projects. The federal funds cover 80 percent of costs,
with the rest to be covered by the local project sponsor.[38]
The Safe
Routes to School federal program aims to make it safer for children to walk and
bike to school. One billion dollars of
proposed funding is included in the latest Surface Transportation Program. Examples of projects that might receive
funding include sidewalk improvements; traffic calming and speed reduction
improvements; on-street bicycle facilities; off-street bicycle and pedestrian
facilities; and secure bicycle parking facilities. Infrastructure-related
projects may be carried out on any public road or any bicycle or pedestrian
pathway or trail in the vicinity of schools.[39]
Parks
For the new
parks, an innovative funding possibility would be local option income tax
funds. In Ohio, towns are permitted to
levy (after voters’ approval) income taxes to fund parks and recreational
facilities. This was done in Fostoria,
Ohio. In 1997, voters approved a second
half-percent tax that earmarks $180,000 out of $1 million for park improvements
and maintenance. Income tax levies are
often more appealing to voters than property tax levies, and they also draw
money from suburban residents who work in the municipality.[40]
Federal money
for recreation is available from a few National Park Service Programs. The Land and Water Conservation Fund
provides matching grants of 50 percent to state and local governments for
acquisition and development of outdoor recreation facilities.[41] The exemplary projects sections showcases
bike trail and riverfront park projects that have received funds. The Urban Park and Recreation Recovery
Program (UPARR), another National Parks Service grant program, provides money
to qualified cities for parks.
Cleveland has received money in the past. Unfortunately, the program’s $30 million in funding was cut completely
from the 2003 federal budget. The
National Park Service continues to identify qualified cities in the event
funding is restored in the future.[42]
Marina
There are
federal programs that provide money to both public and private marinas for
boating infrastructure and environmental improvements.
The U.S. Fish
and Wildlife Service provides Boating Infrastructure Grants to public and
private marinas with transient tie-up for recreational boats over 26 feet in
length. The funds are intended for
marinas to provide better access to facilities. The funds result from a federal excise tax on fishing equipment
and motorboat fuels. The funds are
distributed by the Ohio Division of Fish and Wildlife office. [43]
The U.S.
Department of Environmental Conservation of the Fish and Wildlife Service runs
the Clean Vessel Assistance Program. [44] These funds are distributed annually by
state agencies. These funds are intended for public and private marinas in
install or improve pumpout or dump station facilities. These facilities must be open to the
public. It would be 100 percent
funding, and priority is given to marinas in waters with low flushing rates,
waters with significant recreational value, waters in Coastal Zone programs, and
in “No Discharge” areas. Also, in Ohio, joining the Ohio Clean Marina Program
gives you priority for grant money.
Conclusions:
It may not be
feasible to restore the original fabric of the once prominent industrial
corridor, but there are assets that
can help reshape it and make it a more desirable place to live and work. The potential Towpath Trail extension along
with the trend of converting manufacturing warehouses into market-rate loft
apartments has created a buzz in an area that has been lifeless for many
years. There are a several issues that
need to be addressed before a proposal could be deemed viable. Acknowledging those obstacles and
formulating concepts and visions will serve as the foundation for reshaping the
corridor.
The next
steps include: the creation of necessary partnerships, public infrastructure
improvements, conversion of the concepts into a concrete plan, and a reasonable
timeline for which all of this is to be done.
The creation of partnerships and the formulation of a master plan are
vital, however redoing the sewer lines and repaving the street will ultimately
determine when the implementation will begin.
References:
Applied Technology &
Management, Inc. “Free Money.” The Waterfront:
Insights for Waterfront
Facility Owners. Spring
2002. <http://www.appliedtm.com/resources/nwsltr/tw/wtrfrnt4.pdf>.
Breckinridge, Tom. “Industries Blend With Ecology Under New
Plan.” Plain
Dealer Online. 28 March 2004. <http://www.cleveland.com/news/plaindealer/index.ssf?/base/news/108047141251810.xml>.
City of Davis, CA Public
Works Department. “Arroyo Park,
Pre-fabricated
Restrooms.” Capital Improvement Projects. 25 March 2004. <http://www.city.davis.ca.us/pw/CIP/cip.cfm?cip=684A0C12-3C84-41E9-A703460DC93AE154>.
Cuyahoga County Planning Commission. Cuyahoga
Valley: Respect, Rediscover & Revitalize. (map) Cleveland: Cuyahoga County Planning
Commission, no date.
Cuyahoga County Planning
Commission. “Linking the Corridor: A
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Towpath
Trail in the North Cuyahoga Valley.”
December 1999. <http://planning.co.cuyahoga.oh.us/towpath/corridor.html>
Doherty, Susan. Rail-Trails and Community Sentiment: A
Study of Opposition to Rail-Trails and Strategies for Success. Washington, D.C.: Rails-to-Trails
Conservancy, 1998.
Federal Highway
Administration & Rails-to-Trails Conservancy. National
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Enhancements Clearinghouse. <http://www.enhancements.org>.
Lipovan-Holan, Emily. Tremont West Community Development Plan. Cleveland: Tremont West Development
Corporation, 2001.
Morris,
Hugh, Jamie Bridges, and Richard Smithers.
Rails-with-Trails: Design, Management and Operating Characteristics
of 61 Trails Along Active Railroads. Washington, D.C.: Rails-to-Trails Conservancy, November 2000.
Rails-to-Trails Conservancy. Health
and Wellness Benefits. Washington,
D.C.: Trails and Greenways Clearinghouse, no date.
Rails-to-Trails
Conservancy. “Provision of Pedestrian and Bicycle Facilities: Mispillion River
Greenway.” www.railstrails.org. <http://www.trailsandgreenways.org/resources/development/casestud/casestudies.asp>
1 May 2004.
Russell, Megan Betts. Communities Benefit! The Social and
Economic Benefits of Transportation Enhancements. Washington, D.C.: National Transportation Enhancements
Clearinghouse, no date.
Trails and Greenways Clearinghouse. Benefits
of Trails and Greenways. Washington, D.C.: Trails and Greenways
Clearinghouse, no date.