“THE RE-CYCLE CORRIDOR”:

AN ECO-INDUSTRIAL THEME FOR TRAIN AVENUE

AND THE WALWORTH RUN CORRIDOR

 

PDD 611 Planning Capstone, Spring 2004

Cleveland State University, Levin College of Urban Affairs

Dr Wendy Kellogg, Instructor

 

Group Members: Jake Baker, Ian DeGalan, Matt Grabenstein, Ann Kopac,

Marc Lefkowitz, Katharyne Marcus, and Rick Seifritz

 

 

 

 

 

Final Report

Submitted:

 May 11, 2004

 

 

 

 

 

 

 

 

I.  Mission Statement

 

Acknowledging, past planning practices have emphasized obsolete technologies and values no longer applicable to Train Avenue; and further

 

Acknowledging, that these practices have created and encouraged dislocated communities and environmental degradation; and further

 

Acknowledging, that in the coming decades, environmental preservation and energy creation and conservation will be among the most important issues on a local, regional, national, and global scale;

 

Resolves, that in order to remain viable it is necessary to anticipate and plan for sustainable communities; and

 

Adopts, the following guiding principles:

Ř      Assuming the re-emergence of the Central Business District as an organizing Unit:

o       Viable Communities in close proximity to the CBD will be the most efficient unit for the conservation of energy

o       In order to encourage those communities the current dislocations caused by existing infrastructure must be circumvented, or changed, to connect those communities.

o       Alternative forms of transportation must be encouraged

o       Business practice and form must be consistent with self sustaining goals

o       A community of mixed uses—residential, retail, industrial, recreational—will be most likely to survive, and thrive, during periods of economic change

o       Natural systems should as much as possible influence new development and planning to strive for a sustainable urban ecology that appreciates the past, and recognizes that natural systems are often the most enduring and efficient

o       Enduring Communities are created by Communities, public participation is encouraged and plans not considered by a majority of active constituents should be reconsidered

 

II. Introduction

 

Project Area

This project attempts to identify the health and development potential for the Train Avenue area on Cleveland’s west side, referred to as the Walworth Run Corridor.  In its entirety, the Corridor extends along Train Ave from its intersection with Clark Ave (near West 61st St), beneath the W 41st St bridge (where the name changes on some maps to Walworth Ave), through Train’s eastern terminus at Fairfield Ave and Scranton Rd, and then north along Scranton to the west bank of the Cuyahoga River, the site for the proposed Ohio and Erie Canal Towpath Trail extension.  The multi-use trail is one component of the Cuyahoga Valley Initiative, coordinated by the Cuyahoga County Planning Commission and incorporating the comments, ideas, proposals and expertise of a variety of civic and private organizations, as well as residents.

 

This approach of integrating as many systemic elements as possible relative to the Cuyahoga River Valley is based on the concept of sustainability, which seeks to integrate the environment, business and the host community for maximum mutual benefit.  Perceiving the interrelatedness of these systems requires a significant departure from the traditional view of separation, where the spillover effects from one system are ignored.  Sustainable practices recognize the inherent interrelatedness of humankind with nature to develop a balance between them and allow the health of each without denigrating the health of the other.

 

Sustainability Principles

 

Create new markets: green building (building professions and new building products), new energy world (energy efficiency, fuel cell, wind, solar, biomass), local/organic foods (farmers, food processors, grocers, restaurateurs, distributors, composting), transportation (hybrid cars, rail, Segway, car sharing), materials (bio-based, recycled), water efficiency/quality technologies, and decentralized services that do not require investment in infrastructure for developing countries.

Create a healthier community by focusing on clean air and water, alternative transportation, pedestrian friendly neighborhoods, and green space.

Integrate personal health, community, economic values and needs. Together, we are creating products, services, buildings and communities that improve our quality of life while maintaining the capacity of the environment to provide for future generations.

The Cuyahoga Valley Initiative

This project will incorporate the concept of sustainable practice into its recommendations for the Walworth Run Corridor’s redevelopment by following the guidelines presented in the Cuyahoga Valley Initiative (CVI).  It presents a vision and framework for integrating the Valley’s systems through the use of six “idea packages”: the “Working River”, the “Healthy Valley”, “Business Innovation”, a “Destination”, “Design”, and “Community Capacity”.  These packages tailor concepts based on the three essential systems of sustainability specifically to the Cuyahoga River Valley.  In the true spirit of sustainable practice, the CVI recognizes the physical structure of the Valley as the defining characteristic of the watershed and the county. The River is the main artery and its tributaries are the secondary vessels that allow the growth and health of the whole.  In addition to allowing inclusion of existing waterways and their valleys, such as the Big Creek, Treadway Creek, West Creek, and Tinkers Creek, those valleys that once claimed streams now buried in the name of industrial development are also part of the Valley’s system.  These “culverted” or filled-in streams include the former Kingsbury and Morgana Runs on the Cuyahoga’s east side, and the Walworth Run Valley on the west side.

 

Team 3 Project Area Themes

To elicit as many ideas as possible in an organized manner, the project area has been divided into three geographic sub-areas with a team assigned to examine the potential for sustainable development in each.  Team Three’s project area extends along Train Ave from W 25th St on the east to W 44th St on the west; it is bordered on the south by Clark Ave, and generally on the north by Interstate 90 (extending to Monroe Ave between Fulton Rd and W 25th St.).

 

The Team has developed a primary theme with three supporting elements for the area as part of its recommendations.  The primary theme is that of an eco-industrial corridor.  Eco-industrial development brings economic development to new urbanism communities as sustainable practice.  It integrates industry with their host neighborhoods; seemingly disparate industries come together in a park or over a network to share resources and byproducts. Eco-industrial development recognizes that technology is important, but green technology is especially so; the market demands it now with increasing intensity due to energy costs and availability.  These industries will be unique to each area or region and will provide employment for their neighbors.  Over time, employees will take pride in their work, as employers understand the value of their labor, their personal health, and the quality of their lives.  The Team proposes a number of concepts in conjunction with recommendations from the CVI for an “Eco-Industrial PARKway”: a brownfield program to acquire property for projects, such as a bio-medical manufacturing facility and an environmental /industrial design institute; an architectural salvage warehouse, recycling facilities for construction and demolition debris as well as for paper, greenhouse facilities for native plant species, and the use of a fuel cell technology demonstration project as a means of branding the area.

 

A second, supporting element for the eco-industrial theme emphasizes connections within the project area, particularly to the Cuyahoga River and the proposed Towpath Trail extension on the east by exploring the feasibility of a multi-use trail connector to capitalize on the scenic views of the downtown skyline afforded by various points along Train Ave.  The alignment for the trail will approximate the south side of Train Ave; spurs will connect it to a gateway concept for trailheads at the Forest City Foundry site on W 25th St, the Vega-Fulton intersection and the Richner-W 41st intersection.  A spur will also connect the trail to an expanded Roberto Clemente Field and to the site for a potential school at Richner Ave and W 41st St. Western connections for the trail will include W 53rd St (Zone Recreation, the remodeled W 65th/Madison Rapid station and Eco Village) and W 65th St (the Stockyards, the Big Creek Reservation and Edgewater Park).

 

A design element will coordinate the multi-use trail with other components of the area’s eco-industrial theme. Design considerations set forth for the Re-Cycle Corridor were influenced by the Cuyahoga Valley Initiative’s six idea packages.  In addition, the sample images provided are implemented in other cities throughout the world.  The key to a successful environment such as that proposed is high quality, consistent branding.  Branding can be done in a multitude of ways, but for this discussion, the focus is on place.  Signage, lighting, landscaping, screens or buffers, traffic calming, and art serve to make an area unique and are discussed relative to the multi-use trail.

 

The residential and retail elements of the Team’s proposal are examined next.  Sustainable practice for provision of housing goes further than the traditional approach of construction or rehabilitation for rental or purchase.  It incorporates new urbanism to develop healthy, people oriented, walkable communities within mixed-use neighborhoods.  Safety, social interaction and environmental conservation are some of the benefits.  Transit oriented design (TOD) principles enhance the new urbanist perspective with an element of efficiency; it places neighborhoods in close proximity to public transportation nodes and allows live-work arrangements to conserve energy expenditures as well as commuting times.  The Team proposes such sustainable housing with retail alternatives for the Forest City foundry site (between W 25th and W 30th Streets in the Queen-Barber neighborhood) and for the former NEC site at Fulton Rd and Monroe Ave.  It also suggests strengthening the existing housing stock and presents some examples of alternative practices from other parts of the country.

 

Finally, a variety of alternative possibilities will be suggested should components of the proposal prove infeasible.

 

Implementation

The theme and its elements could be implemented with a phased-in approach over 20 to 25 years; for the purposes of discussion in this report, three phases will be recommended over 21 years.  Phase I attempts to capitalize on the planned renovation of the Cleveland I-90 Innerbelt by designating W 65th / Train and W 44th / Lorain as a temporary commuter corridors during construction.  This would allow funding for long sought improvements to Train Ave as well as the Fulton Rd and Eagle Ave bridges.  The improvements would include a widened south shoulder for a bicycle commuter trail with connections to the proposed housing at Fulton-Monroe and the Queen-Barber area, thus further alleviating construction related traffic problems.  Plans and negotiations to acquire options on property for future uses would begin (including rail and utility relocation feasibility studies).

 

Phase II would close the interstate connections for temporary commuter corridors as construction is completed.  Negotiations with businesses and residents would be finalized.  Sewer upgrade projects could begin, as plans for the widening of Train Ave are prepared.  The widened roadway would be planned as a cobblestone boulevard with a multi-use trail, incorporating a reconstructed or “daylighted” Walworth Run and constructed wetlands or naturalized retention basins.  This boulevard would be constructed during Phase III, connecting the neighborhoods of Tremont, Clark-Fulton, Ohio City, Detroit-Shoreway, and the Stockyards to the Cuyahoga Valley’s amenities, and finally provide for a restored Walworth Run to once again flow into the Cuyahoga River.

 

III. An Eco-Industrial Theme for the Walworth Run Corridor

 

 

The concept of ecological design in industry can be fairly well summed up by the popular representation of the concept of sustainability -- an illustration using a Venn diagram with the three overlapping components of economy, ecology and equity (or community).

 

 

This representation attempts to graphically portray the integrating nature of sustainability as opposed to the separate systems concept of the traditional view of growth. Whereas traditional urban development ends its consideration of economic growth at reinvestment and redevelopment, ecological industrial design closes the loop by also considering restoration and regeneration because it considers industry a natural system.

 

From this perspective, business success and environmental health are two sides of the development coin. As business succeeds, pollution and waste decrease.  Eco-industrial development rethinks the approach of exporting industries for a region that bring not only capital, but also additional resources that circulate through the service sector. It requires a customized approach for each locality within a region to identify linkages among businesses, materials, energy resources, ecological systems and local capacity.  Consequently, there is no set formula for eco-industrial development.

 

It's hard to imagine what all this might mean. But consider the following "design assignment" posed by William McDonough, one of the world's leading ecological designers. He asks us to imagine designing a system which:

 

 

McDonough says that these are the retroactive design assignments of the First Industrial Revolution. It's a frightening design problem, he adds, because these assignments and values appear unethical.

 

But now imagine being asked to design a system which:

 

These are the design assignments and values of the Second Industrial Revolution, McDonough says. They represent opportunities for creative people and institutions to create a better world.[1]

 

An identification of industrial sectors that top the lists of resource consumers, goods and services producers, and waste producers yields three principal sectors as a starting place for eco-industrial development focus.  These are household goods production, construction, and sectors with significant environmental spillover effects such as chemical and municipal waste industries (Cohen-Rosenthal. 2003).  These industrial producers must be examined relative to integration in three areas: transport of goods, production processes and maintenance processes.  Co-location of industries (clustering) or networks of industries allows communication and leads to greater efficiency with fewer resources and less waste; alliances are created and innovation is encouraged.

 

Greater efficiency and environmental integration have other effects: instead of forcing subsidized or poorly designed products on the consumer under the guise of “green” technology, only demand driven production occurs.  Eco-industrial businesses are more attuned to their community’s health if they’re integrated and supported locally.  Employees are healthier and they are able develop a sense pride in their work and their community.  Businesses invest more in their workers’ well being as productivity increases.  The goal of sustainable family-wage employment grows closer to the reality.

 

As John Tilman Lyle writes in his book Regenerative Design for Sustainable Development, “regenerative technologies are relatively small in scale and suited to specific applications under particular conditions. This contrasts with the large scale standardized and more encompassing operations of industrial technologies…which feature one way flows from producer to consumer and rely on a small number of very large fossil-fuel power generating plants.”[2]

 

McDonough and Lyle’s eco-industrial design principles have inspired our group to think about how to apply his theory to Train Avenue’s industrial practices. Traditionally, industries received inputs of raw materials such as coal or electric power from a supplier in order to produce their goods and services. The output of this process was then delivered through the transportation systems – in the case of Train, it was historically through freight rail. The external cost of this process is pollution, or waste from burning fossil fuels in production.

 

By contrast, we would apply the regenerative model espoused by Lyle and others to an example in our study area – the paper recycling plant located at the intersection of Train and Fulton. Recycling of paper fits with the eco-industrial theme of reusing materials from the waste stream of another industry as its raw materials. An eco-industrial model would seek to close the loop, as to completely avoid waste and gain from the system’s natural capitalism. One way we might do this is to rig a generator to the Norfolk Southern train tracks connected to the Cleveland Public Power substation on Walworth Avenue in order to capture the kinetic energy from trains lost while braking  (called regenerative braking, a time-tested technology that isn’t used much [http://www.trainweb.org/railwaytechnical/tract-01.html#RegenerativeBraking and  http://www.railway-energy.org/tfee/index.php]

 

Therefore, the train provides energy, raw materials, and the mode to transport the plant’s recycled paper. Regenerative braking systems exist and if they need to be customized for the situation at Walworth, the work can be done at the future Ecological Industrial Design Institute (which we propose citing at the building at Vega and Train).

 

On more practical and immediate terms, the paper recycling plant could be ‘downstream’ from an operation such as a printing press that produces paper as its waste byproduct. The paper waste from the printer can be carted to the paper recycling plant (by upgrading the old rail spur at Vega and Train) on self-propelled diesel train cars from one end of Walworth Run to the other. “Self-propelled diesel makes freight trains more truck-like, i.e. replace(s) long loco-hauled trains by smaller units with a high degree of modularity and flexibility,” according to International Union of Railways.

 

To further enhance the eco-industrial model of Train Avenue, our group proposes acquiring the property at the corner of W. 30th and Train, which is currently occupied by an auto impound yard. Historic plat maps show that a wetland once existed on that property (which may help account for the flooding that occurs in this spot during heavy rains). The plan would be to remediate the leaking motor oils and acids that have presumably leached into the soil using an environmentally sound in-situ process such as natural bacteria, electrical separation or phytoremediation [www.epa.gov/tio/download/remed/electro.pdf].

 

Thus, the site in the short term becomes an eco-educational opportunity for the proposed new high school located just west, and a green space/rest stop along the Towpath connector’s route. After the bioremediation is complete, the long-term plan would be to convert part of the plot into a bioswale or constructed wetland that could be used as a stormwater recharge basin. Once again, Lyle explains the rationale. “Regenerative waste management works best on the local scale.

 

Managing storm water in regenerative ways usually means retaining it near where the rain falls, which requires reshaping the landscape in ways that can be readily seen. When form facilitates flow, it is part of the landscape where we see it. The forms of regenerative technology impart useful information and increase our understanding of the world.[3]

 

Of course, this idea is being carried forth in the planning or the Cuyahoga Valley Initiative. The initiative’s ‘idea packet’ on the economy speaks directly to this idea of regenerative economies:

While the images most associated with the Cuyahoga Valley are of gigantic lake carriers and steel mills, it also is a center for finance, new economy services, entertainment, and environmental renewal. With these assets and more, we possess the potential for making the Valley the center for an economy based on regeneration.

The group also proposes to tie the development of green technologies to the area by housing the Institute of Ecological Design on the upper floors of a building located adjacent to the paper recycling plant – on the corner of Vega and Train. This building is currently owned by Downing Enterprises, a sign manufacturer. Considering the market value (as determined by the Cuyahoga County Auditor’s office) of $283,000 we have determined that it is not economically feasible to purchase the building outright. Instead, we propose to occupy part of the 45,000 sq. ft. building through a lease-purchase program.  According to The Association for Governmental Leasing & Finance, a tax-exempt lease or lease-purchase agreement is an installment purchase, conditional sale or lease with an option to purchase for nominal value. It may also be referred to as a municipal lease. Educational nonprofit organizations do qualify as lessees in government lease-purchase programs. Tax-exempt leases are structured as a series of one-year renewable obligations that are subject to the governmental entity’s ability to appropriate funds for the continuation of lease payments. Payments constitute a current expense of the lessee and, in the event that sufficient funds are not available for payment, the agreement is terminated. The term of the lease may not exceed 120% of the average reasonable expected economic useful life of the property or project being financed.

Based on those terms and conditions and the net lease rates for nonprofit organizations on the near West side of Cleveland, the Ecological Design Institute should rent space at no more than $10 sq. /ft. for white box office specs (based on Triple Net rents per sq/ft paid by nonprofits at the Cleveland Environmental Center), and probably $6 sq/ft. for unimproved space.   

Applying Eco-Industrial concept to Walworth Run & Train Avenue

The key to creating an eco-industrial system within the corridor is to recognize and build from the current and future assets, and to be conscious of the barriers both geographic and economic (at least in the short run). To develop an eco-industrial corridor, planners of large-scale development such as the future industrial park at W. 65th and Train (the WIRE-Net site) should be engaged in a conversation about the types and uses of the industries that settle there. Not to demand that WIRE-Net (or whomever the developer is) needs to limit themselves to any one particular type or use, but, when considering the highest and best use and aspects of Walworth Run such as proximity to redeveloping markets, opportunities to facilitate an eco-industrial concept should be part of the planning framework. In other words, there needs to be a plan and perhaps some incentives that are used to push traditional industrial operations to participate in an eco-industrial loop. For instance, if a manufacturer of street furniture made from recycled plastic locates at the WIRE-Net park, they would receive a guide to eco-industrial concepts and opportunities such as capturing and reusing their waste water and exporting their waste products.

By contrast, a ‘pull’ strategy would be to proactively identify an existing condition and try to attract an operation that benefits from the eco-industrial systems thinking. For example, the city of Cleveland expects to demolish a number of condemned houses in the area adjacent to Train in the next few years. One eco-industrial proposal to consider is locating a construction/demolition operation on Train Avenue. It could serve the dual purpose of temporary storage and sorting building materials for recycling as well as offering a legal operation and, thus, a solution to the illegal dumping of construction/demolition waste that continues unabated on Train Ave. In addition, we could partner with the Cuyahoga County Solid Waste District to simply provide a paper-recycling bin through its Paper Retriever Program (http://www.cuyahogaswd.org/residential/retriever.shtml ) for use by the public which we can locate in front of the paper recycling operation at Fulton and Train. The paper recycling plant gains from the inputs of the public’s waste and from not having it littered on its address and the proceeds from the program benefit a local organization.

This concept of making legal and more visible the recycling of ‘waste’ into usable inputs for another industry can be a branding opportunity, which is carried throughout the corridor. Walworth Run can be the city’s Re-Cycle Corridor – an area that serves as a pilot for a closed-loop industrial district and where you can cycle up from the Towpath to observe an eco-industrial operation. 

Integrating Walworth Eco-Industrial and the Cuyahoga Valley Initiative

1.     Use a watershed approach to emphasize the Walworth Run as a tributary of the Cuyahoga (per CVI Community Capacity package, p 5; Design package, p 4; Healthy Valley package, p 3); adopt a comprehensive, regenerative, sustainable development strategy under a Cuyahoga Valley Redevelopment Authority as lead agency responsible for coordinating all systems in the watershed (per CVI Business Innovation package, p 7).  Identify the key issue areas for such an authority and assign responsibilities to member jurisdictions and agencies based on expertise or capability (per CVI Community Capacity package, p 5).

 

2.     Research the economic potential of and business support level for a special improvement district (e.g., a business revitalization district, neighborhood conservation area, empowerment zone, etc.).  Survey business groups to undertake a comprehensive inventory of existing businesses, their outputs, and their requirements; develop recommendations for a workforce development program for residents; promote a local partnership committee including business, councilpersons, city, county, state departments/agencies, CDC’s & ED’s (e.g., Clark-Metro, WIRE-Net), residents, etc. (See 1 above.).  This approach would allow mobilization of local assets and the formation of partnerships to leverage those assets to support reinvestment.

 

3.     Approach ODOT about using W 65th & Train Ave as a temporary commuter corridor for I-71 traffic during the Innerbelt renovation project, with W 44th & Lorain as the temporary corridor for I-90 traffic.  Such an approach could introduce the area to more people, supply additional funds for the immediate repair of Train Ave, lend greater immediacy to and funding for repairs for the Fulton Rd and Eagle Ave bridges, and allow for a “trail” on a wide shoulder to encourage bicycle commuters and provide a connection to the Towpath Trail.  These near term outcomes could be instrumental in developing support to ultimately “daylight” or recreate the Walworth Run as an urban stream and boulevard project (see 2 above).

 

4.     Expand the Eco City Cleveland Lakefront rail bypass study to examine the long-term possibility of re-routing the main rail corridors around Cleveland, with spurs serving rail customers in the City instead of main lines.

 

5.     Implement eco-industrial overlay zoning to counter the detrimental effects of single land use classifications (e.g., prohibit heavy industry in area due to land availability while promoting light industrial/manufacturing uses compatible w/ residential & retail uses) (per CVI Healthy Valley package, p 6 and the); brand the area as the “NEO Eco-Industrial PARKway” or The Re-Cycle Corridor; encourage physical connections to draw from a greater geographic area.

 

6.     Ecological-Industrial Design Institute (per CVI Design package, p 7) to incorporate sustainable environmental strategies (see 7-13 below) with urban geography/econometric models; could promote high school level programs for community education w/ proposed new high school (e.g., Independence Schools’ “Land Lab” concept referenced in CVI Community Capacity package, p 4).

 

7.     Brownfield cleanup, land acquisition programs

 

8.     Bio-med research and/or manufacturing (per CVI Business Innovation package, p 3)

 

9.     Adaptive reuse where feasible (maintenance instead of new construction); green building codes with LEEDS certification requirements.

 

10. Construction/demolition recycling in addition to paper recycling (“Architectural Salvage Program” per CVI Business Innovation package, p 4).

 

11. “The Sun Shines on Train”: use solar energy, or fuel cell technology along the rail corridor as a development draw; or, use geothermal energy if possible for demonstration projects.

 

12. Greenhouse industry: a “greenhouse alley” (in Vega-Barber area) with clean, green, & compatible uses as part of a regional-based food system& native-species plant nursery (per CVI Business Innovation package, p 4).

 

13. Environmental restoration programs including slope stabilization, constructed wetlands, infiltration and storm water recharge sites.

 

 

An Eco-industrial example for the Train Ave: Bringing back a Brewery 

The near west side was known for its breweries among other industries.  Many residents recall these breweries from their childhood memories.  If feasible, this would be a nice element to reintroduce to the Train Avenue/Walworth Run Corridor, provided that it is green-friendly. 

An eco-friendly brewery/learning center/museum/pub would benefit the local economy and help to create a new anchor for the region.  Two breweries that have initiated a “zero waste” policy include the local Great Lakes Brewery and the not-so-local Namibia Brewery in Africa.  Both breweries promote research and integrate environmentally sound processes into their everyday activities. 

These examples should be studied to see if they could be reproduced at the Train Avenue/Walworth Run Corridor.  Even if only a portion of the brewing process occurs at this site, it would still promote historical and economic value. 

Ideally, the brewery should promote active learning, by developing an indoor/outdoor laboratory that shows the entire process of creating beer—from growing hops to capping bottles.  The brewery could also display its environmental practices that relate to its ‘zero emissions’ goal.  The process could also be tied into the daylighted portion of Walworth Run if applicable. 

This industry would be compatible with housing, and thus be a perfect infill project for the Queen/Barber area.  It would capitalize on location—being near various forms of transportation, not to mention being a tourist attraction within the Cleveland limits.

Below are some highlights regarding the Great Lakes Brewery and the Brewery in Namibia: 

 

Great Lake Brewing Company

 

"While we're strong proponents of operating a manufacturing enterprise that is environmentally friendly, we also realize that it has to make financial sense,"  In the process of seeking ways to make our operations more environmentally friendly, we've been able to cut operating costs at the same time. It's simply a matter of taking the time and making the commitment up front to explore the technology that's out there, and find a way to do it that makes environmental, financial and social sense - what we refer to as a triple bottom line."


Since our founding, the Great Lakes Brewing Co. has maintained a commitment to operate in an environmentally responsible manner. In 2001, we launched our Zero Waste Initiative to minimize energy and resource use and maximize materials reuse. Our ultimate goal is to mimic nature, where 100% of resources are used in closed-loop ecosystems. Nature generates zero waste.

 

The health of Northeast Ohio's waterways is of particular concern since our beer is over 90 percent water. Conventional food production generates huge amounts of chemical pesticides and fertilizers which drain into and pollute our waterways. Moving toward local and organically-grown products is one way we can minimize the environmental impact of our own activities, while at the same time enhancing the quality and taste of our food and supporting local businesses.

(www.greatlakesbrewing.com)

 

The Zero Emissions Brewery, Namibia, Africa

 

An interesting example of eco-industrial development is the Zero Emissions Brewery in Namibia, developed by the United Nations Zero Emissions Research Initiative. This project integrates a brewery, an aquaculture facility, and an agriculture system in a rural area to produce beer, food, clean water, and jobs.  (The proposed brewery would be on a much smaller scale, but with the same principals.)

 

Use Less Resources and Energy

·        Use Resources and Energy Efficiently

·        Re-circulate Resources

 

Eco-Industrial Resources

a.      The Journal of Industrial Ecology

http://mitpress.mit.edu/journal-contents.tcl?issn=10881980
Selected articles, forums, reviews, predominantly in industrial metabolism and materials flows analysis so far.

b.     The Center of Excellence for Sustainable Development http://www.sustainable.doe.gov
Sustainable community, industrial ecology, and eco-industrial park information, including articles and bibliographies. Maintained by the Department of Energy.

c.      Industrial Ecology at MIT    

http://web.mit.edu/org/c/ctpid/www/tbe/   

John Ehrenfeld's program at MIT includes an extensive IE and design for environment bibliography, abstracts of some papers and copies of his papers.

d.     Zero Emissions Research Initiative

http://www.zeri.org/

e.      ECO-it http://www.pre.nl/eco-it/default.htm

Design for Environment software. Based on the Eco-indicator method, ECO-it helps designers to screen products for environmental improvements by allowing you to model a complex product and its life cycle in a few minutes.

f.       Rocky Mountain Institute http://www.rmi.org/ has been applying systems thinking to energy and transportation issues for over two decades, including the Hypercar concept for very high efficiency vehicles. In the 1990s, RMI has added valuable work in community and real estate development.

g.     McDonough Braungart Design Chemistry http://www.mbdc.com

h.     Interface, Inc.'s "Journey to Sustainability by Practicing Industrial Ecology. We accept our responsibility as a member of the industrial world... if we can get it right (recycling), we might never have to take another drop of oil from the earth."

Resources for Trails projects

The Federal ISTEA bill has a program called the Symms National Recreation Trails Program

 

Also, NOACA disbursed CMAQ (Congestion Mitigation and Air Quality Improvement Program) Funds which can be used for bike or multi-use paths. 

 

 

 

IV. Connections

 

Thematic Connections

Connection  /kәnékshәn/ n. 1 link 2 meeting point

– Synonyms: linkage, bond, link, association, relevance

 

Connections improve quality of life by providing access to area attractions, a better environment, and recreation, amongst others.  The main connection between the destinations within the Train Avenue/Walworth Run area and the local region will be the proposed road and contiguous multi-use trail.  This road/trail proposal will create a commonality in which all people will enjoy the corridor.  By infusing a park-like setting into the corridor, the impact of having numerous types of transit-users commingling will be softened while simultaneously strengthening the union of the mixes. 

 

Neighborhood connections are essential for the proposed multi-use corridor to be successful.  The main neighborhood connections for the central portion of the corridor are located at W25th (the Scenic By-way), W30th, Fulton (via Vega Ave.), Roberto Clemente Park, Richner (at W41th) and W44th.  Another essential—and easily attainable link includes connection to the Towpath Trail. 

 

Destinations that are nearby and easily accessible via the Train Avenue/Walworth Run Corridor, include the Cuyahoga River, Interstate 90, the ‘Antique’ district on Lorain, The commercial district on Clark Ave., Eco Village, Ohio City Historic District, the Flats and Tremont.  Other local sites with historic meaning can also be destinations for those traveling the Corridor, local churches for example. 

 

The creation of a park setting will prove to be a valuable anchor, creating a relationship between local transportation modes, local and historical destinations, neighborhood residents and local communities.  It will also tie in nicely with the Cuyahoga Valley Vision Statement.

The Cuyahoga River Valley will become a recreation and leisure activity focal point through a series of experiences which embody the Valley's cultural, historical and ecological significance. By creating a significant tourist attraction rich in natural resources, the destination-center focus for the Valley will spur economic growth for the region.  www.cuyahogavalley.net

Proposed Connections

There is presently an extension of the Towpath Trail proposed to reach up into the Cleveland Flats and along the banks of the Cuyahoga River. What was once part of the natural watershed of the Cuyahoga River, Walworth Run, has been buried under Train Avenue for about the past one hundred years. Walworth Run no longer sees the light of day until it dumps into the Cuyahoga through a pipe along its western bank. The forgotten valley carved by Walworth Run has been a dumping ground for peoples refuse for decades, but has the potential to be an asset to the community. By taking advantage of the natural landscape, Train Avenue, or “Walworth Run” can be a vital part of the urban fabric. By making connections to the neighborhoods from the valley, the area could be an ideal setting for a multi-purpose trail for neighborhood residents and travelers along the Towpath Trail.  People taking the quickest and easiest route to their desired destinations have already created many of the connections being proposed. Others require a little more imagination and development to be successful. Nonetheless, a Walworth Run extension has the potential to be a catalyst of positive change to the entire area.

 

The neighborhoods surrounding Train Avenue are rich in history with homes dating back over a century. Many could be restored to their former glory with a little hard work and money. These types of changes have been occurring throughout the near west side for over the past twenty years, but not much activity of that type has been going on in the neighborhoods south of Train Avenue. A recreational amenity such as the Walworth Run Trail with connections to the neighborhoods can provide the impetus for renewal in these areas as well.

 

West 30th and Train Avenue

Along the proposed Walworth Run Trail, there are several connection opportunities between West 25th and West 44th Street.  Heading west from W.25th Street, the first is at the southeast side of the West 30th and Train intersection.

A trail can be cleared that starts at the base of the intersection and can run up the gently sloping hill to the base of the proposed new development at the former foundry site and could merge into Swift Road and connect with the Ohio Canal Scenic Byway [West 25th Street]. This connection can be easily attained by clearing some overgrown brush and laying a trail along the northern edge of the foundry site and would provide spectacular views of downtown Cleveland. It would also help connect the neighborhood to the Walworth Run extension and travelers along the Ohio Canal Scenic Byway.

 

Southeast corner of Train and W.30th

 

 

 

 

Roberto Clemente Park to Train

 

Natural trail along the left field side of Roberto Clemente Park

 

 

 

Coming out of the left field corner of Roberto Clemente Park, just to the south of Train Avenue, is a trail that has been formed by years of foot traffic. This is a natural location for a connection to the proposed Walworth Run extension. The proposed connection will extend down to the south side of Train Avenue through an overgrown area. This would be an ideal place to relax along the Walworth Run Trail or for people in the neighborhood to get onto the Trail. The historic path of Walworth Run runs directly to the south of Train and would be an ideal location to daylight the stream for a stretch. The neighborhood surrounding Roberto Clemente Park is densely populated; the park is frequently used for baseball and neighborhood children use the playground regularly. This connection could open up the Walworth Run Trail to a large number of people and is a natural place to connect into the neighborhood.

 

 

 

Potential site for a place to relax along Train

 

 

 

This area lies just to the east of the intersection of Richner and Train and just west of Roberto Clemente Park. The informal trail formed by people using Roberto Clemente Park can be extended to this area. It is overgrown but has a great deal of potential as a place to stop along Walworth Trail and relax. If Walworth Run could be daylighted, people could get a glimpse of how the area looked over a century ago and foster a greater sense of the natural environment that once existed in the areas history.

 

Park-like setting with brick road exposed along Train

 

 

Daylighting Walworth Run can also help with flooding issues, which occur due to heavy rains. A cobblestone roadway would also help by allowing water to seep into the ground, while a paved road will cause rain runoff to pour down into the sewage system quickly, which often causes the rain runoff to mix with the sewer lines, and drain directly into the Cuyahoga River. By creating a more natural space, the ground will act as a sponge and soak up a lot of what often goes straight into the storm water system.

 

 

Richner Avenue to Train

 

Richner looking northeast to Train

 

 

 

The intersection of Richner Avenue and West 41st may be home to a new school. This makes Richner an integral connection point to the neighborhood. Students can use the Walworth Run extension for recreation, and the neighborhood itself can use the proposed connection to travel to the Towpath or simply take a leisurely stroll. West 41st also connects to the north side of the neighborhood, and can provide easy access for them to take advantage of the new Walworth Run Trail.

 

Potential look of Richner connection to Train

 

West 44th and Train

 

Southeast corner, West 44th and Train

 

 

As one can see, there is already a path being created by the foot and bicycle traffic that already occurs by people going to and from Train Avenue. This would be an ideal location for a set of stairs or a gentling sloping trail for people to get quick access to Train Avenue.

 

Underneath the pot-holed surface of Train Avenue are the original cobblestones. Many neighborhoods in Cleveland, and roads merging into Train, still retain this attractive finish. Taking the road back down to the original appearance can be advantageous for several reasons. One, speeding has been an issue for years along Train Avenue for years- the cobblestones slow down traffic considerably because the ride is not as smooth as a paved surface. A cobblestone road is also more in keeping with the historic character of the area and is already there beneath the dilapidated asphalt.

 

Taking the road back down to its original surface would not be an outrageous expense. According to Allega Construction, Inc., of Cleveland, Ohio, the three mile length of Train Avenue can be scraped down to cobblestone and hauled away for roughly $150,000. Of course, the cobblestones are going to be in need of some repairs as well. The total cost of repairs to Train Avenue should be in the range of $225,000. Not only would this improve the overall appearance of Train Avenue, but would allow more of the rain runoff to soak into the ground instead of flooding the sewer system and causing the sewer to back up, thus flooding the road.

 

Many of the proposed connections are already being made due to necessity, but can easily and affordably be improved upon. Others require a little work, but there is no need for heavy construction to connect the neighborhood to the Walworth Run Trail. A Walworth Run Trail can become a great asset to the community. Train Avenue is already being used by cyclists and joggers, but in its present condition is not safe or inviting. By creating the connections into the neighborhoods, people will have a much-needed place for recreation but a reason for others to explore what the area has to offer and hopefully spur new development. The neglected Walworth Run Valley can become a vital part of the neighborhood and a place for recreation.

 

 

 

V. Daylighting and Constructed Wetland

 

Concept

While the Valley will never revert back to its original natural condition before industrial development took place, it is still possible to support biodiversity, shape the built environment, and re-establish natural systems in such a way that prevents further degradation of the watershed, waterways, and slopes that characterize the Valley and enhances the Valley's ecology (www.cuyahogavalley.net). Restoration of a natural system is a unique way to spark interest in the redevelopment and strengthening of an urban neighborhood.  

 

Train Avenue roughly follows the former path of Walworth Run and faces flooding issues during periods of heavy rains. Walworth Run, a headwater stream of the Cuyahoga, is currently culverted and utilized as a sewer.  Headwater streams are the small network 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.  (http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/team_a/teama_mid_report.htm)

 

The stream was buried over a century ago and the sewer system, which was created at that time, is overdue for renovation. The cost to excavate and repair could be in the millions to ameliorate the problems currently facing Train Avenue. In the present situation, sewage and rainwater often combines and flows directly into the Cuyahoga River. Daylighting the stream can be less expensive than devising two separate sewage lines to separate the runoff. 

 

Daylighting Walworth Run could possibly pose a challenge due to the fact that it is a combined sewage overflow system rather than merely a runoff sewer; depending upon how the culvert is actually created.  In addition to the physical challenges posed, the upfront costs for daylighting can seem overwhelming, but many such projects have been mitigated through community support, donations and volunteerism. 

 

If done properly, a restored stream can handle much of the non-point source pollution storm sewers direct to it.  In the case of combined sewer outlets (CSO’s), a restored stream with significant riparian areas can absorb and help clean much of the wastes before they wind up in the rivers and lakes.  “Soil and vegetation can also filter, transform, bind up, or otherwise neutralize much of the pollutants found in urban storm water runoff.” (http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/team_a/teama_mid_report.htm)

 

 

Photograph: Bass Brewers site at Alton showing the River Wey flowing through the site  

This picture is of the River Wey, which flows through the Bass Brewers site in Alton.  This river has been recently daylighted on the brewery’s property.

 

Benefits

     floodplain

·        Divert urban runoff from combined sewer systems before it mixes with sewage, reducing combined sewer overflows and burdens on treatment plants

     neighborhood revitalization project

 

There is tremendous desire in many communities to make the most of their environmental assets. Restoring a stream that was lost gets a lot of attention and there is a lot of desire to do that. The stream can also act as a catalyst of renewal for the surrounding area and a source of pride for the community.

 

There is also the impact that water has on us emotionally and psychologically. Often the more urban a project is the more significant that it is. People are drawn to a place where they can hear moving water.

 

Problems

While there are numerous benefits from daylighting streams, there are concerns as well.  Experts in this field should be involved from the outset to ensure the feasibility of the project and to direct all aspects, including technical, political and community involvement. 

 

Surface stream restorations are sometimes politically easier because the problems are apparent or easily pointed out. With buried waterways, people may be unaware that a culvert carrying a historic stream is under their feet, or that the stream’s absence means degraded water quality, lost habitat, and so on.

 

Since there’s “nothing” there now, daylighting projects may require extra community education and outreach to help people visualize the potential. Moreover, creating an open channel often raises fears: kids will fall in and drown, pests will proliferate, the channel will flood, and adjacent property owners will face additional environmental regulations. Addressing these concerns is often a big task for daylighting proponents. At the same time, daylighting projects can generate a level of excitement.

 

The above bullet points as well as several examples of success stories can be found at the Rocky Mountain Institute’s website at: http://www.rmi.org/images/other/Water/W00-32_Daylighting.pdf.

 

This link is another great place to start a search regarding daylighting streams and rivers:

http://webpub.alleg.edu/employee/e/epallant/coursehome/JrSem%20Mill%20Run/Mill%20Run%20Links.htm

 

Re-creating a Wetland at W.30th and Train Avenue

 

Evidence of scrub/shrub wetlands is found in the study area.  This would be expected because of Walworth Run.  It would seem logical to study the benefits of re-creating or salvaging natural wetlands in the area.  The main focus for the central portion of Walworth/Train Avenue would be the wetland near W 30th Street—the site of the former Mill Pond.

 

 

West 30th and Train

 

        A&M Towing sits at the southwest corner of Train Avenue and West 30th Street. The site occupies 84,070 square feet above the historic path of Walworth Run. As one can see, the surface of the lot is dirt, with little vegetation to absorb rain runoff. By creating a wetland, or bog, flooding can be prevented because rain runoff will collect from further up Train Avenue and from the southern rim of the Walworth Run Valley at W 30th  St.

 

 

             

Birds would make this a stop over place on their annual migrations. Native trees can be reintroduced to the area, such as beech, sugar maples, buckeyes, tulip, white ash as well as many other varieties. Indigenous vegetation such as slough grass, Spanish needles, peppermint, cinquefoil, Russian thistle and fall panic grass would comprise the undergrowth, and be able to handle the harsh Cleveland winters. This not only makes environmental sense but also would create a reason for travelers along the Towpath Trail to head west along the Walworth Run Trail.


 

 


Map of wetlands in area—dark spots indicate wetlands.  Cuyahoga Planning Commission Brownfields GIS website.

 

 

 

VI. Designing the Re-Cycle Corridor

 

Lessons Learned from Phase One

During Phase One of the project community involvement was sought from local residents and business owners.  Several key issues emerged from these community meetings related to the design of Train Avenue.  Both groups, residents and business owners alike, stated that Train Avenue is a dirty, dangerous place.  Business owners often felt the repercussions of illegal dumping on and around their property.  Residents said that Train Avenue is a known place to dump what you do not want.  Typically dumping sites are the vacant or abandoned properties.  The condition of the road was also sited as a major impediment to the success of the corridor.  Property owners often have drainage issues as a result of on-going sewer problems.  Lighting is also a problem; there is not enough lighting, especially under the bridges, which makes it feel even more dangerous than the general emptiness within the corridor.  Lastly, speeding on the road has been a problem in the past, but the deplorable road conditions have reduced this problem.

 

Positive information and sentiments also arose from the community meetings.  For example, many of the residents remember the breweries that were located on Train Avenue and have fond memories of watching the bottling machines from the outside.  Beyond good memories is the reality that many viable businesses are located on Train Avenue; many of which have long histories in the area.  Lastly, both community groups reacted favorably to the notion of extending the towpath trail along Train Avenue.  They viewed it as a way to make the area safer by bringing people there.

  

As a result of the community input, several necessary design improvements are recommended, including:

 

 

These recommendations are the minimum design related issues that should be addressed.  A discussion of recommended amenities follows.

 

Design considerations set forth for the Re-Cycle Corridor were influenced by the Cuyahoga Valley Initiative’s six idea packages.  In addition, the sample images provided are implemented in other cities throughout the world.  The key to a successful environment such as that proposed is high quality, consistent branding.  Branding can be done in a multitude of ways, but for this discussion, the focus is on place.

 

Signage

Signage is the most significant implementation tool for branding a place such as the Re-Cycle Corridor.  Signage serves to provide information on a variety of levels.  Signage is most commonly used for safety purposes, to give some type of instruction or warning.  The Re-Cycle Corridor will take this purpose to the next level by provided information ranging from way finding to telling the corridor’s history.   Way finding (see Photo 1) will be critical to the success of the corridor because it will thrive through its connections to the neighborhoods and community assets. 

Photo 1: Way-Finding, New Orleans

 

Creating amenities through signage is also a very popular way to draw people to a place because more meaning is given to it that is often not obvious.  For example, in Baltimore, Maryland, a fountain-like bubbling in a river is described on an easy to read and understand sign that reveals its truth – it is an environmental remediation project.

 

Photo 2: Signage - Environment Education, Baltimore

 

An historic marker is another way to bring meaning to a place beyond its current condition.  See Photo 3, a sign describing a maritime event in New Orleans.

Photo 3: A Snapshot of History, New Orleans

 

Another much appreciated type of signage is that which informs you of what you have accomplished especially if you are using the trail for health and fitness purposes.  For example, Photo 4 demonstrates a mile marker in Chicago.  Other examples of signs that are similar in nature include fitness stops where exercises or stretches are recommended or simply reminders such as checking your pulse rate for your target heart rate to maximize your workout.

Photo 4: Trail Mile Marker, Chicago

 

Signage in the Re-Cycle Corridor should be coordinated by a professional with local input and final approval.  Signage is a primary branding tool that should be done well.  Adequate funding should be secured for this portion of the trail design because it can truly affect how user friendly the environment is, thus impacting the overall success of the trail.  In addition, a comprehensive signage package also provides the opportunity to create spill over effects by supporting other agendas.  For example, in the Re-Cycle Corridor, the way-finding system could lead trail visitors into the neighborhood business districts, which could increase their revenues.

 

Implementing the Vision

The vision for the Re-Cycle Corridor is that it connects industrial uses and renewable resources as well as integrating new land uses and development opportunities.  The goal of the corridor is to support a healthy valley and to invite people to experience a place of innovation where nature and industry converge.  As such, the vision should be carried forth through the overall design by way of sustainable materials; where possible, recycled products should be used.  For example, the trail material could be a recycled glass product that is available through Andela Products (www.andelaproducts.com/products).  The Andela glass pulverizer creates a safe glass material with no sharp edges that can be adapted for a variety of uses and is often used for parking lots.  By using a product such as this, not only is it recycling, but it is also harkening to the brewery history on Train Avenue where beer was bottled in the Leisy Brewery.

 

Further, the materials used within the corridor must be enduring such that it can resist weather conditions, high volume use and the occasional vandal.  While Train Avenue is currently a fairly deserted place that allows for vandalism to occur often, the Re-Cycle Corridor will be a catalyst for change in this area.  By bringing more activity to the area, it will inherently improve, but design will also impact how successful the area is with regard to safety measures on the whole.  Examples of enduring, yet still green, include recycled plastic outdoor furniture and trash bins that are available through multiple distributors including Belson Outdoors (www.belson.com).

 

Suggestions such as those described thus far are general conversation starters that could be discussed during the community involvement process of the overall plan.  These suggestions assume that the theme for the corridor has been accepted based on the community involvement received during Phase One.  However, if starting from scratch, the overall approach to the corridor should be a community conversation through a similar discovery process as demonstrated by the Phase One community meetings.

 

Community involvement should be central to the decision making process particularly as it pertains to gaining insight into neighborhood dynamics, trail user amenities, partnering with local and national organizations and identifying resources.  A common way to do begin the community involvement process is to identify stakeholders to form a steering committee.  It is important to create an exhaustive list of stakeholders even though many may not be participants in the steering committee, they could be resources in the future.  Through steering committee, community meetings can be held to capture a larger cross section of viewpoints and generally get a pulse on the community (www.rachel.org).  The more quality community involvement that can be applied to the project the better because it will create a larger sense of ownership, which will bring a greater chance of success to the final product once it is operational.

 

Establishing and leveraging ownership on a product such as the Re-Cycle Corridor will be essential to every aspect from initial idea generation to implementation strategies, particularly in the area of funding.  Partnerships should be sought to maximize the trail’s potential, but also to celebrate the wealth of community assets throughout the city.  Making connections to organizations that may not be in the immediate area is worthwhile in this regard.  For example, the multitude of cultural institutions at University Circle, like the Cleveland Botanical Garden and Natural History Museum, could offer significant contributions inherently through their established missions that will “cross the river” and possibly reach new audiences.  In addition, resources could be brought to the table in this fashion that would simply improve the entire project.

 

Amenity Options

Making the Re-Cycle Corridor the best it can be can be achieved through the addition of amenities.  Amenities make a statement about place and ultimately translate the goals of the project into tangible realities for those experiencing that environment.  For example, through the creation of “Relaxation Zones,” people will be drawn to the area, which will support the community’s desire to make the place safer (see Photo 5).

Photo 5: Relaxation Zone, New York City

 

Relaxation zones are areas where people passing through the corridor can take a break to get a drink of water, take in the view, and enjoy a picnic.  The degree to which these relaxation zones are carried out is ultimately a funding issue, but this is one example of how community involvement can be utilized in a creative way.  Stakeholders can construct their own idea of what a “relaxation zone” is and then work through its potential within the project scope as a team. 

Community involvement during the design of the trail could be really rewarding and produce amazing results.  For example, community groups could sponsor public art along the corridor.  If train noise is a problem and noise buffers are required, sound barrier walls could be installed with the expectation that the walls will don murals (see Photo 6).

Photo 6: Sound Barrier Wall, Vicksburg

 

Local artists (Cleveland Institute of Art students, Cleveland School of the Arts students, Art House participants, etc.) could work with the groups to produce wherever the imaginations flow.  The transit authority in Seattle, Washington has had great success with a similar program for transit station stops.  This approach could also been applied to the underbellies of the numerous bridges in the corridor.  See Photo 7.

Photo 7: Graffiti Wall, New York City

 

The bridges within the corridor are many and often very interesting architecturally.  Such bridges could be lit for drama like the Detroit Superior Bridge in Cleveland is (see Photo 8).  This would also serve as a safety demonstration.

Photo 8: Detroit Superior Bridge, Cleveland

 

Lighting in general is an opportunity to fulfill two missions: safety at night and creative functionality.  To further the sustainable theme of the Re-Cycle Corridor, lighting could be generated using an alternative energy source.  See Photos 9 and 10 for two excellent examples of lighting as art. 

Photo 9: Street Lighting, Spain

Photo 10: Pedestrian Lighting, Location Unknown

 

One element of place making is through the inclusion of public art.  For the Re-Cycle Corridor, it is recommended that the art should incorporate sustainable principles and again, further the goals of the overall project.  Photos 11 and 12 demonstrate that functionality and art can co-exist.  In addition, Photo 11 is an example of a durable product.

Photo 11: Playground Seating, Chicago

 

Photo 12: Artful Bike Rack, Location Unknown

 

Art also sends a message; it can educate and inform.  A way in which this can occur on Train Avenue is through the use of a symbol, such as that depicted in Photo 13, to identify what cannot be seen.  A symbol could be embedded in the ground to show the location and direction of the flow of the original Walworth Run stream.  Such an exercise could inspire people to think about land use and how human development impacts nature; further supporting the goals of the Re-Cycle Corridor.

Photo 13: Example of Symbolism, Toronto

 

A celebration of what the Re-Cycle Corridor is will resonate throughout with the selection of meaning public art and signage, but a formal celebration such as a gateway could offer a significant essence of place.  If gateways were placed at either end of the corridor at West 25th and 44th Streets, stronger connections would be made by their mere presence.  The gateways would be constant reminders that something significant is going on in the area.  In addition, a gateway signifies a “stop and look” mentality.  See Photo 14.

 

Photo 14: Gateway, Chicago

 

Design Influence Opportunity

Making obvious connections, such as a gateway, can also be made through institutional support.  For example, a new Kindergarten through eighth grade Cleveland Municipal School District (CMSD) school is being considered in the area south of Richner and north of St. Mary’s Cemetery between West 30th and 41st Streets.  This school could be a significant link between the neighborhood and the Re-Cycle Corridor through its proximity and focus on ecological education.  The school could support the corridor through its practices as well.  The building could be built using green building techniques.  In order to get a green built school, the residents would need to push CMSD to fulfill their wishes.  CMSD claims to be committed to community involvement across the board with regard to the school building portion of their master plan, so community involvement will be essential to making a green school a reality.  Landscaping surrounding the school could flow as a contiguous journey between the trail and Roberto Clemente Park (if expanded).  While a landscape architect should be consulted during the planning of the trail in general, such a consultant would be most beneficial in this capacity where impact could be easily measured.

 

Measuring the impact of establishing a relationship between the corridor and the school will be easy.  If teachers and trail planners work together, the trail will be used as a teaching tool to support a variety of subjects already being taught in the classroom.  Use will be the measure of success.  In addition, by creating a large, continuous area with indigenous landscaping using urban ecology principles, the measure will be a healthy environment that supports plant and animal life.

 

 

VII. Residential and Retail Redevelopment

 

“Re-Cycle Corridor”

The purpose of this section is to explore some options for residential and retail development along the midsection of Train Avenue. Although such development, particularly residential, may have been incompatible with the heavy industrial uses of the corridor’s past, our eco-industrial vision of the corridor’s future includes a variety of uses that will prove to be compatible with the light or “new-industrial” uses that our plan intends to foster and preserve. Our proposal seeks to employ three main principles: conservation of energy, reduction of emissions, and social equity.  We begin our analysis by revisiting the relevant findings of Phase I of this project:

 

Environmental

Site assessment[4]

The area immediately surrounding Train Avenue was once an important component of Cleveland’s industrial juggernaut. Breweries, slaughterhouses and heavy manufacturing facilities surrounded the crucial rail lines that ran east and west, to and from downtown Cleveland and beyond. Today, the industries along Train Avenue are a shadow of what came before but, unfortunately, the toxic byproducts of past industrial uses remain. Team A’s environmental maps identify numerous Large Quantity Generator (LQG) and Treatment, Storage and Disposal (TSD) sites that are registered with the EPA under the Resources Conservation and Recovery Act (RCRA). [5] Additionally, numerous leaking underground storage tanks dot the maps.

 

Currently, most of the land that surrounds Train Avenue is either vacant or underutilized. Phase I of this study described the nearby commercial corridors of Lorain, Clark and West 25th Street as “struggling” and concluded that attempting to convert Train Avenue into a commercial corridor would further handicap these areas and not serve the best interests of the public. The study was more optimistic with respect to new housing; several sites were described as “well suited” for housing and that mixed-use developments may be feasible. The study was inconclusive, however, about identifying a market area for housing and concluded that market rate housing may price many of the economically depressed area’s residents out of the market.

 

Sanborn Maps Analysis

Many of the sites marked for redevelopment along the central portion of Train Avenue/Walworth Run had different uses throughout their history.  The bullet points below give a glimpse of how differently the land in this area of Cleveland was prior to the creation of Interstate 90.  According to the Sanborn Insurance Maps:

 

§         The green shuttered building at the corner of Vega and Train was the Cleveland Fruit Juice Company.  The maps note that this site utilized steam heat, electric power, coal fuel and gas chemicals.  It is a steel and brick structure that is mostly fireproof.

§         The building that currently houses a paper recycling plant is the former Leisy Brewery.  This structure, with notable architecture, is appears to be the only remaining structure from the former brewery, with the exception of a smaller structure near W32nd that appears to have an unknown use.  The brewery was a sprawling campus of sorts that straddled both sides of Vega Avenue.  The maps note that this site utilized steam heat, steam and electric power, and coal fuel.  It is also a steel and brick structure that is listed as mostly fireproof.  This site seemed to have stored numerous types of materials, some of which could have caused contamination.  (This would explain its label as a RCRA and LUST site—see below.)  The map also notes that there is a coal dump under the tracks that lead into the building. 

§         Just to the east of the Leisy site, stands a building that was a former machine shop—which may also prove to have environmental issues.

§         The building at the corner of W 41st and Richner, which currently houses a tire company, was originally a filling station—which may prove environmentally hazardous. 

§         The corner of W30th and Barber is the former site of the Cleveland Drycleaner and Dye Factory (a very large facility)—which also indicates contamination issues.  This site has one structure on the corner, but the rest of the land is vacant.  (According to Cleveland’s Planning Commission GIS mapping website, the home is in poor condition.)

§         West 30th and Train Ave., the A&M Towing site, was the former home of a motor freight station.

§         The Dobeckmun Company made its home next to the Monroe Cemetery, at the corner of Monroe Avenue and Fulton Road.  Foils and Cellophane were manufactured here.  This site is registered as a RCRA site.

§         Across from the Dobeckmun Co. (west side of Fulton) was an auto parts store and salvage yard; just north of this is a Jewish Cemetery.

 

The maps also show a line showing where a natural cliff was.  There are also various pipe widths recorded in the middle of the streets. 

 

RCRA

This section contains excerpts from Group A’s reports that were tailored to the Re-Cycle Corridor available at: http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/team_a/teama_mid_report.htm

 

The project site contains numerous locations that are registered with the EPA under the Resource Conservation and Recovery Act (RCRA).  RCRA is designed to provide “cradle-to-grave” controls by imposing management requirements on generators and transporters of hazardous wastes. RCRA applies mainly to active facilities that generate and manage hazardous wastes.  Facilities must annually report to the EPA the quantities and types of hazardous wastes managed on the property.  One may request a records report from the Ohio EPA’s Division of Hazardous Waste Management on what types of hazardous materials are found at each site.  As for clean up, there are specific closure requirements the facilities must follow when they stop operating.

 

There are eight RCRA sites directly relating to the central section of Train Ave/Walworth Run Corridor Project.  The sites listed in the table below appear to have RCRA recognition.  The sites listed in yellow are directly related to the central part of the corridor.  The site listed in green is near the proposed school site.   

 

 

TABLE 1 - RCRA SITES

 

 

 

 

 

NAME

LOCSTREET

LOCZIP

 

 

DOWNING ENTERPRISES INC

2400 FULTON RD

44113

 

 

CLEVELAND PUBLIC POWER W 41ST ST SVC CTR

2490 W 41ST ST

44113

 

 

MINOR IJ CORP

2621 W 25TH ST

44113

 

 

SUNOCO SERVICE STATION

2675 WEST 25TH ST

44113

 

 

AMERICAN ELECTRO COATINGS

2911 BARBER AVE

44116

 

 

AMERICAN ENVIRONMENTAL COATINGS INC

2917 BARBER AVE

44113

 

 

PACKAGING CORP OF AMERICA

3400 VEGA AVE

44113

 

 

NORFOLK SOUTHERN RAILROAD

WEST 27TH ST & SWIFT AVE

44113

 

 

 

 

Restoring brownfield sites can be quite costly, but several funds have been created to help mitigate the costs; two of which are listed here.  EPA Cleanup grants provide funding for a grant recipient to carry out cleanup activities at brownfield sites. An eligible entity may apply for up to $200,000 per site.  These funds may be used to address sites contaminated by petroleum and hazardous substances, pollutants, or contaminants (including hazardous substances co-mingled with petroleum).  An applicant must own the site for which it is requesting funding at time of application or demonstrate the ability to acquire title.  More information can be found at: http://www.epa.gov/brownfields/cleanup_grants.htm.

 

There is also a Clean Ohio Revitalization Fund and the Assistance Fund (for high-priority areas) that is a statewide grant administered through the Ohio Department of Development’s Office of Urban Development in consultation with the Ohio EPA.  More information on this fund can be located at: http://www.odod.state.oh.us/UD/CleanOhioFund.htm.

 

Leaking Underground Storage Tanks (LUST)

There are also four leaking underground storage tanks located within (one is very near) the central portion of the corridor.  They are shown in the table below.

 

TABLE 2 - LEAKING UNDERGROUND STORAGE TANKS

 

 

 

 

 

Name

Address

City

ZIP

Status

VACANT LOT

2149 W 25TH ST

CLEVELAND

44113

Active

NORFOLK SOUTHERN COGSVILLE CONNE

25TH AND SWIFT AVE

CLEVELAND

 

Inactive

PACKAGING CORP OF AMERICA

3400 VEGA AVE

CLEVELAND

44101

Active

TRUCO, INC.

4301 TRAIN AVE

CLEVELAND

44113

Inactive

 

Clean up of these sties can be funded or at least supplemented through several grants.  The U.S. EPA has grants available for petroleum brownfields and also has a “brownfields assessment, cleanup, and revolving loan fund grant” as well as a “Leaking Underground Storage Tank Trust Fund”.  All of these funds can be reviewed at the U.S. EPA’s website: www.epa.gov/oust/rags/index.htm.

 

There is also a Bureau of Underground Storage Tank Regulations (BUSTR) operated under the State Fire Marshall’s Office of the Ohio Department of Commerce.  Their mission is to “Effectively regulate the safe operation of underground storage tanks and to ensure appropriate investigation and cleanup of releases from underground storage tanks for the purpose of protecting human health and the environment for the citizens of Ohio.”  This would be a good starting point for anyone interested in the clean up of leaking UST’s.  https://www.com.state.oh.us/odoc/sfm/bustr/

 

Stakeholder Surveys[6]

The stakeholder surveys conducted in Phase I provided additional insights for new development along the corridor. The consensus was that although Train Avenue had significant problems, new housing might be the most feasible type of development to serve as a catalyst for positive change. The stakeholders welcomed the new housing being developed on the former Joseph Feiss/Hugo Boss site and identified several other sites for strategically placed housing that would take advantage of the corridor’s downtown skyline views and easy access to major traffic arteries. 

 

Residential and Business Focus Groups[7]

The consensus building efforts of Phase I also highlighted many of the attributes that make Train Avenue a suitable area for new housing. Although the business owners tended to focus on the well-documented negative aspects of the corridor, the residents offered optimistic views of the surrounding neighborhoods, identifying factors such as convenient location, interesting architecture and great neighbors as positive attributes. When asked about new housing preferences, the residents favored single and double houses with some cluster and senior housing; apartments were viewed with disfavor. Affordability was a primary concern with some residents expressing fears about the high housing costs associated with gentrification. The main retail concern was a lack of decent restaurants in the area.

 

Past and Current Plans and Best Practices[8]

Phase I outlined numerous plans and practices that served as inspiration and guidelines for the proposals that follow. The local plans that factored most significantly were the housing examples of Tremont Ridge Promenade and Slavic Village’s St. Hyacinth Neighborhood Master Plan. Portland’s Central Eastside Industrial District and St. Paul’s Phalen Corridor Initiative served as examples of industrial districts that have successfully integrated housing and industrial uses. Additionally the Local Government Best Practices Guide: Redevelopment & Infill Projects offered many useful suggestions for overcoming the financial and legal barriers to urban redevelopment projects.

 

The Connecting Cleveland 2020 Master Plan offered many useful principles through its commitment to developing “communities of choice” that feature mixed-use, high-density and pedestrian-friendly neighborhoods. The plan’s emphasis on offering a wide variety of housing choices, including affordable housing was also included in our analysis.

 

Residential Development Sites

The housing component of this project explored a number of potential sites for residential development. The unifying theme is the design principles. Ideally all of the sites will be densely developed and built using green techniques.  Other considerations include justifications for public subsidies as well as issues of social equity.

 

All of the sites selected for this portion of the project are currently zoned for general Industry. The City of Cleveland Civic Vision 2000 land use has designated the parcels for light industry. Industrial zoning, however, does not preclude residential development; the authors envision these sites as better suited, over time, as concentrated housing developments because of the assets that these sites possess. See figure below

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


We identified three substantial sites: The NEC site, The Forest City Foundry Site, and the A&M Towing Site site. These sites provide approximately 18 acres of developable land, with additional acreage added over time as the first phases of development encourage adjacent residential and retail uses. The Foundry site and the area above the A&M Towing site provide excellent views of the skyline and, if the plan is implemented as proposed, a number of amenities. The table below shows current uses, owners, and respective sizes of the potential development parcels.

 

Train Avenue Housing Site Data

 

Table 1

 

 

 

 

 

 

 

 

Foundry Site

 

NEC Site

 

A&M Towing

 

Owner

HCI Enterprises/ Norfolk Southern Railroad

 

Brandon Partners

 

A&M Towing

 

Zoning

General Industry

 

General Industry

 

General Industry

 

Current Land Use

Vacant

 

Transportation/Utilities

 

Heavy Industry

 

Civic Vision Land use

Light Industry

 

Light Industry

 

Light Industry

 

Environmental Concerns

LUST

 

Hazardous TSD

 

None

 

Acreage

8+ Acres

 

7.63 Acres

 

1.93 Acres

 

 

 

 

A&M Towing

This site is located on the south side of Train Avenue between W. 30th and W.32nd Streets and bordered on the south by Barber Avenue. According to the data collected in Phase I and the Sanborn Maps analysis (discussed above), the site is without substantial environmental challenges. Because the area once contained a dry cleaning operation, our plan anticipates some environmental problems with developing the site. In the current plan the lower portion of the site is slated as a wetland recovery area and park with a multi-use trail spur running through the park connecting the housing on the both the Foundry Site and the housing proposed in this section. The site-plan below shows the current land-use on the left and the proposed use for this parcel on the right. This plan will call for the acquisition of 27 additional parcels. These parcels are mostly zoned as residential and 14 of those 27 parcels are either land banked or vacant. This leaves 13 parcels to be acquired, preferably through negotiation. We estimate that 45 housing units may be created on this site.

Current A&M Site                               Proposed A&M Site

 

 

Forest City Foundry Site

Immediately east of the A&M Towing site is the Forest City Foundry site. The proposed housing for this section would be bordered on the east by W. 25th street, on the west by 30th Street, on the north by Train Avenue, and the south by Queen Avenue. The site consists of four contiguous parcels owned by the Norfolk and Southern Railroad and HCI Enterprises. The authors felt that an initial housing development within these contours would create a strong base for either continued new housing development between Queen Avenue and Barber Avenue, or substantial rehabilitation of the existing housing stock in that area as property values increased due to the new developments. Additionally, while the plan indicates that the housing extends to 25th Street, this area would alternatively be left undeveloped to serve in the future as convenience retail for the newly strengthened housing community. Presently, the site is listed as containing leaking underground storage tanks. After remediation, it is estimated that this site may accommodate 170 housing units.

 

NEC Site

This parcel is not actually on Train Avenue, it is located on Fulton Road and Monroe Avenue, and comprises nearly eight acres. It is owned by the Brandon Partners and is a hazardous material storage site. A subsequent section of this plan deals with brownfield remediation, and as a result those issues will not be addressed in this section. The NEC Site would be the most logical first step in developing housing because of its proximity to a currently revitalized housing market in Ohio City. Presently, the proposed NEC development is more market competitive than the other sites. If the connection to Train Avenue can be emphasized then this development could be among the first steps for creating momentum on the corridor. For example, development of this site could happen first, next the multi-use trail emphasizing connections previously severed by the railroad lines, third, development of an Eco-Industrial brand and lastly, the development of the remainder of the proposed housing. Hopefully the new housing, in proximity to a multi-use trail, will create interest in Train Avenue and lead to support for the other steps of the plan.

 

Housing Design

In keeping with our mission statement, the design of the housing sites should be consistent with the principles of transit-oriented design (TOD). An acceptable density for a TODs is 25 Units per acre with the density increasing closer to the transit nodes. Here, the nearest station on the red line is 25th and Lorain. However this does not mean that the developments cannot be in keeping with TOD density. While not ideal, the train station is still within one mile of the proposed housing sites. Additionally, the multi-use trail spur will connect to the scenic byway on 25th street, drawing housing users up the multi-use trail and into 25th, and then to the train station. Additionally, the presence of a multi-use trail will draw attention to the scenic byway and encourage its use so that the scenic byway will become more alternative transport friendly. (i.e. pedestrians, bikes, etc.) See figure below.

 

 

In addition to creating highly dense housing developments to promote easy public transit commutes into the CBD, the materials that comprise the actual houses themselves are important to achieving the overall goals stated in the plan. Here, ideally by the time that these plans are ready for implementation the standards for LEED (Leadership in Energy and Environmental Design) environmental certification will have been in use for long enough that market based housing can be developed accordingly. Presently the cost over-runs due to compliance are often prohibitive. However, consider the following statistics regarding building energy consumption. Buildings use or generate:

The housing proposed here could begin to reverse some of these trends. The building industry is an area that is unfortunately fraught with compromise because of the importance of construction as a driver in the national economy. To require green conformance may well cause a construction slow-down and the economy may teeter toward recession. However, given the statistics above, an incentive must be created to allow private developers to defray the cost of green compliance. Incentives could come on the form of a tax credits for larger developments, or a streamlined new energy tax credit. For example, in Hennepin County, Minnesota, the County Board of Commissioners included $2,000,000 in bonding for Transit Oriented Development (TOD) in the approved 2004 Capital Budget. TODs supported with this funding must be in redevelopment areas, have multi-jurisdictional impacts, and enhance transit usage. The criteria and guidelines for this fund are designed to support both redevelopment and new construction.

 

Whatever the mechanism, the project as proposed presently would require subsidies for both brownfield remediation as well as green compliance. Given the number of years over which the plan is to be implemented, it is possible that enough green building will be done between now and then that techniques will improve to the point of market viability.

 

Given this assumption, the proposed projects will be ones that advance the goals of sustainability by reducing energy use and emissions by encouraging green building and reliance on public transportation. Additionally renewable construction materials will cut down on over-all waste outputs, and overall material consumption.

 

Justification for Subsidies

Public subsidies for the proposed project can be justified on two alternatives bases. Numerous studies have shown that housing located near trails, or green space is more desirable than not, and some studies have indicated premiums of 5% added to the value of a house based on its proximity to trails.[10] This would mean that these new housing projects should sell for slightly above market value and as a result produce significant property tax benefits for the city. Additionally, Dr. Robert Simons has found that new housing developments in the urban core have added an average $670 in value to each adjacent parcel[11]. In this case housing development will generate significant benefits because of the increased values and property tax revenues.

 

Mixed Income

Another necessity to achieve the goals of the plan is a mechanism to encourage diverse economic communities. In the present case there are a number of alternatives. One suggestion is for a Planned Unit Development. In this case the planned unit development is able to determine its own zoning code, and will be able to develop more densely than the zoning code allows, additionally the land could be subject to a restriction that requires a certain percentage of the units be set aside for low-income units. A preferable method of doing the same thing is to create a zoning overlay. The zoning overlay could create the same sort of restrictions and allow development in the same way as the PUD. In either case, the integration of economic diversity advances an important goal of sustainability by creating social equity.

 

Retail Development

We began our retail market analysis by locating sites for potential retail development. We concurred with Team A’s Phase I conclusion that Train Avenue itself is currently unsuitable for commercial development, and decided instead to focus on the traditionally commercial corridor of West 25th Street which passes over Train Avenue via a four-lane bridge. As the photos below indicate, the west side of West 25th Street from the Train Avenue overpass to Barber Street is composed primarily of vacant lots with the exception of a used car dealer and a few other small businesses. The area is conveniently located in close proximity to the Foundry site, and would certainly benefit from a housing development such as the one proposed in this plan. 

 

Text Box: W. 25th St. at the Foundry SiteText Box: W. 25th Street & Queen looking south

 

 

 

 

 

 

 

 

 

 

 

The next step was to complete the retail niche analysis that was initiated during Phase I. We used the data gathered on the one-mile radius from the central portion of Train Avenue as our primary market area (PMA) for retail (see map below). The PMA includes the neighborhoods of Clark-Fulton, Ohio City and parts of Tremont, Detroit-Shoreway and Stockyards.

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 


Text Box: Retail Primary Market Area (PMA)

 

 

 

Using an aggregate annual household income of $267,143,968 (household median income of $25,816 multiplied by 10,348 households) and a capture rate of 40% our retail niche analysis indicated that retail demand had been met or exceeded in every category with the exception of general merchandise stores (see table below). This result was not surprising considering the depressed economic conditions of the area evidenced by the struggling commercial corridors of Clark and Lorain. We expect this situation to improve, however, as demand for new housing in the area is met and the population increases. That being said, our feasibility study does not presently indicate opportunities for significant retail real estate investments.

 

A limitation of the analysis that must be mentioned is that the PMA included areas south of I-90 that may not be captured due to the physical and psychological barrier imposed by the interstate. We are unsure whether this would have a positive or negative effect on the PMA.

 

Conclusion

The residential and retail portion of this project is informed by the research done in Phase I and this group’s mission statement. The proposal seeks to employ three main principles: conservation of energy, reduction of emissions, and social equity. The proposals, if enacted, will help towards those ends by employing high density housing close to the urban core constructed with “green” renewable materials. Legal covenants and zoning overlays will provide for diverse housing choices. As the area’s population increases, we expect formerly vibrant retail corridors such as West 25th Street to rebound, providing locations for small businesses within walking and riding distance of a multiuse trail and attractive, affordable housing.

 

VIII. Alternatives

 

Wouldn’t it be great if the “Mistake on the Lake” made national headlines by creating a unique, one-of-a-kind environmentally friendly inter-urban community?  Wouldn’t it be great if that community could also directly link into one of Ohio’s up-and-coming high technology industries—thus capitalizing on a worldwide emerging market? 

 

Fuel Cells

Fuel Cells could be that link.  Imagine the Train Avenue/Walworth Run Corridor (soon to be nationally known for its dramatic turn-around) as the first urban community to be fully powered by fuel cells, homes and eco-friendly industry alike.  The Queen/Barber area would be the perfect location to create this environmental community. 

 

It would be picture perfect if combined with the daylighting of Walworth Run.  This would pair the reclamation of history with the creation of history.  One could even focus on community history by potentially bringing a brewery back to the area.  Funding for the project should be relatively easy to find if it is actively promoted.   

What is a Fuel Cell? A fuel cell is an electrochemical energy conversion device that converts hydrogen and oxygen into water, producing electricity and heat in the process. It is very much like a battery that can be recharged while you are drawing power from it. Instead of recharging using electricity, however, a fuel cell uses hydrogen and oxygen.


Photo courtesy Ballard Power Systems
A fuel-cell stack that could power an automobile

The fuel cell will compete with many other types of energy conversion devices, including the gas turbine in your city's power plant, the gasoline engine in your car and the battery in your laptop. Combustion engines like the turbine and the gasoline engine burn fuels and use the pressure created by the expansion of the gases to do mechanical work. Batteries store electrical energy by converting it into chemical energy, which can be converted back into electrical energy when needed.

A fuel cell provides a DC (direct current) voltage that can be used to power motors, lights or any number of electrical appliances. There are several different types of fuel cells, each using a different chemistry.

Problems with Fuel Cells: A fuel cell uses oxygen and hydrogen to produce electricity. The oxygen required for a fuel cell comes from the air. In fact, in the PEM fuel cell, ordinary air is pumped into the cathode. The hydrogen is not so readily available, however. Hydrogen has some limitations that make it impractical for use in most applications. For instance, you don't have a hydrogen pipeline coming to your house, and you can't pull up to a hydrogen pump at your local gas station.

Hydrogen is difficult to store and distribute, so it would be much more convenient if fuel cells could use fuels that are more readily available. A device called a reformer addresses this problem. A reformer turns hydrocarbon or alcohol fuels into hydrogen, which is then fed to the fuel cell. Unfortunately, reformers are not perfect. They generate heat and produce other gases besides hydrogen. They use various devices to try to clean up the hydrogen, but even so, the hydrogen that comes out of them is not pure, and this lowers the efficiency of the fuel cell.

Some of the more promising fuels are natural gas, propane and methanol. Many people have natural-gas lines or propane tanks at their house already, so these fuels are the most likely to be used for home fuel cells. Methanol is a liquid fuel that has similar properties to gasoline. It is just as easy to transport and distribute, so methanol may be a likely candidate to power fuel-cell cars.

This is a promising application that you may be able to order as soon as 2002. General Electric is going to offer a fuel-cell generator system made by Plug Power. This system will use a natural gas or propane reformer and produce up to seven kilowatts of power (which is enough for most houses). A system like this produces electricity and significant amounts of heat, so it is possible that the system could heat your water and help to heat your house without using any additional energy.

 

http://www.healthandenergy.com/fuel_cells_for_homes.htm talks about an area in New York that was a trial run.

The information above regarding fuel cells came from the following site. http://science.howstuffworks.com/fuel-cell1.htm

Creating a development powered by fuel cells would also fit in nicely with the Cuyahoga Valley sustainability Principles listed at www.cuyahogavalley.net. 

 

Capitalizing on History: Create a Historic District

When revamping an area, it is always best to start with what you have.  The corridor has historically been a mixture of housing and industry.  While many of the area homes are in relatively poor condition, several of them have historical value.  On average, they were built around the turn of last century—mostly between 1880 and 1910. 

 

Because the area seems to be in somewhat a state of disarray, it would not yet seem feasible to request that it be designated a historical zone like many of the areas in and around nearby Ohio City.  Yet it would seem logical to explore the possibility of designating some of the homes in the historic registrar.  This would help to promote reinvestment in the area.

 

The possibility of consolidating the areas unique housing should also be considered.  Many urban areas have relocated homes in an attempt to preserve their history while simultaneously redeveloping the homes previous lot and maintaining the protection of the public’s health, safety and welfare. 

 

The links below are examples of how other urban areas dealt with relocating homes.

http://interlinc.ci.lincoln.ne.us/city/pworks/antelope/pdf/houspres.pdf

http://www.lawa.org/html/LAWA_show_news.asp?news=363  (Los Angeles airport to sell, then relocate noise-impacted homes to non-profits for affordable housing)

 

 

Industrial Corridor Alternative

While thinking of ideas for the Queen/Barber area, one should not rule out the idea of a purely industrial corridor, as is proposed on the Cleveland Civic Vision Draft.  It would provide much needed industrial space for the city of Cleveland, and would be an ideal place for business due to its proximity to downtown.

 

Housing Alternative

Housing at the former N.E.C. site would blend in nicely with the existing housing on Fulton.  Yet this site would also provide a wonderful opportunity to link the environmental initiative that is taking place on Train Ave/Walworth Run to the historical and antique district on Lorain Avenue.  This site could possibly house a tasteful storefront/warehouse for recycled housing materials and products for resale (rehabbed doors, cabinet handles, windows, etc.)   

 

 

 

Other ideas for the corridor (with no specific locations) include: a driving range, batting cages, a rock-wall gym, aerosol art area, and co-op gardening.  A dedicated recycling area was also proposed.  This clever idea would take advantage of the fact that this area has historically been a dumping ground.  In a sense, the area could still be a site for garbage, but people would have to properly dispose of it.

 

 

IX. Implementation Scenario: A Three-phase Plan

 

Goals

Short-term

Improve the existing Train Ave to allow it to be used as a temporary commuter relief corridor during ODOT’s upgrade of the Cleveland Innerbelt.  Explore the possibility of mixed-use “New Urban” communities in the Queen-Barber triangle and at the former NEC site (Fulton and Monroe).

 

Long-term

Once the Innerbelt project is completed, Northeast Ohio Regional Sewer District’s preliminary work on the combined sewer upgrade project can begin, in conjunction with parcel consolidations, ultimately allowing reconstruction of Train Ave as a greenway and cobblestone boulevard with a separate multi-use trail along a daylighted Walworth Run.

 

Design Principles

Ultimately, key areas would be mixed-use with compact urban form such as new urbanism or transit-oriented development.  Connection nodes to area assets and neighboring north-south communities would emphasize greenway connectors such as a multi-use trail and the boulevard concept, with ecologically sustainable construction.

 

Notes

Encourage political, business and public participation at all stages.  Study the possibility of a cross-jurisdictional city commission with potential legal authority (e.g., Port Authority expansion, ORC 4582; Neighborhood Conservation Area, City Charter Chap 323; BRD, City Charter Chap 303; Park District, ORC1545) to oversee all components within each phase of project; consider “moving” the railroads.

 

 

Preliminary Schedule:

Phase I, Years 1-7

·        Prepare required land use / zoning amendments, design guidelines, site review, green bldg codes, etc.

 

Phase II, Years 7-14

·        Begin acquisition negotiations with relocation candidates; relocate businesses and property owners as appropriate; begin site assembly for final phase

·        Close temporary connection between Train and W 65th to reduce traffic on Train as Innerbelt renovation project is completed

·        Exercise options & construct new housing / mixed-use community in Queen-Barber area (i.e., City Neighborhood Conservation Area) and at NEC site

·        Continue alternative rail route identification; include rail corporations and political backers; begin necessary acquisition and construction as soon as possible

·        Identify possible alignments for new Train Blvd greenway and MUT; determine best alignment and begin acquiring RoW

·        Identify appropriate areas for daylighting of historic Walworth Run and Mill Pond and layout for new sanitary and storm sewers, including potential sites for constructed wetlands

·        Conduct environmental analyses on controlled properties

·        Continually upgrade and maintain temporary project signage

·        Conduct design competitions for boulevard concept, public art (e.g., under bridges), parks, streetscapes, etc.

 

Phase III, Years 14-21

 

 

X. Conclusion

We set out to transform Train Avenue into an eco-industrial corridor that integrates residential living opportunities, green spaces for recreation and new business innovations. We hope to draw on the historic character of the valley and re-create natural environments that have been altered over the decades. Neighborhood connections can be established so that area residents can access the Towpath Trail and other community assets.  Our proposal meets this vision with the following themes and elements:

 

Eco-Industrial Concept

Our vision for an eco-industrial corridor connects industrial uses and renewable resources. The eco-industrial principles can act as an economic development catalyst to support a healthy valley and invite people to experience a place of innovation where nature and industry converge.

 

Trail Alignment and Connections

A multi-use trail proposal for the south side of Train Avenue will allow numerous connections to neighborhoods and community assets.

 

Designing the Corridor

 

Environmental Considerations

 

Residential & Retail Development

Residential projects have been proposed consistent with the principles of Transit-Oriented Design emphasizing green materials, building techniques and economic diversity. Currently there is no unmet retail demand, but new housing will create opportunities for new retail.

 

Alternative Ideas

 

The opportunity to realize a new Train Avenue begins with the framework of the Cuyahoga Valley Initiative and the Connecting Cleveland 2020 Citywide Plan.  But there is one vital component necessary for these opportunities to be translated into a vision: community commitment. It is to the residents and businesses that we look to in the coming months; without their input, without their willingness to move forward, there can be no next step.  Without committing to a common vision, no proposal will ever be realized, and no opportunity ever capitalized upon.  It is with the hope that such commitment is forthcoming that we submit this proposal, 11 May, 2004.

 

 

 

 

 


[1] http://www.ecocitycleveland.org/ecologicaldesign/sustain/industry/industry.html

[2] Lyle, p. 43

[3] Lyle, p. 45

[4]http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/midterm.htm

 

[5]http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/team_a/gis_maps/gis_maps.htm

[6]http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/team_c/teamc_mid_report.htm

 

[7]http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/team_d/team_d_midterm_report.htm

 

[8]http://urban.csuohio.edu/academics/graduate/mupdd/mupdd_capstone/team_b/team%20b%20final%20report.htm

 

[9] Environmental Building News, Vol. 10, Number 5, 2001

[10] Dane Jensen , The property Value Effects of the South Ridgeline Trail Land Economics, Vol.54, Issue 2, 2003

[11] Simons, Robert A., Sharkey, David S., Jump Starting Cleveland’s New Urban Housing Markets: Do the Potential Fiscal Benefits Justify the Public Subsidies? Housing Policy Debate Volume 8, Issue 1. Fannie May Foundation 1997