AND BEST
PRACTICES:
Final
Report
Prepared
for Dr. Kellogg
And the
Planning Capstone
At the
Levin College of Urban Affairs
Cleveland
State University
Submitted March 23, 2004
By Team B:
Colin Knott
Matt Grabenstein
Marc Lefkowitz
Rick Seifritz
TEAM B REPORT:
PAST AND CURRENT PLANS AND BEST PRACTICES
Table of Contents:
Tremont
Ridge Promenade
Lower
Big Creek Valley
Old
Brooklyn / Treadway Creek Restoration Project
West Creek Valley Management
Plan
Bessemer Road Extension / St Hyacinth
Neighborhood Master Plan
1998 Stockyard Area Economic Development
Program and Strategy
Connecting
Cleveland 2020 Comprehensive Plan
Cleveland
Bikeway Master Plan
County
Greenspace Plan
Cuyahoga Valley Initiative:
Linking the Towpath Trail
The Towpath Trail Extension Alignment
and Design Study
Ohio& Erie Canal National Heritage
Corridor Management Plan
Cleveland Innerbelt Study
Local Government Best Practices Guide: Redevelopment
& Infill Projects
Industrial/Business Corridor;
Alton, Illinois
Liberty Square Redevelopment; Clinton,
Iowa
Redevelopment
of Lyndale Corridor; Camden Area, Minneapolis, MN
Lancaster Avenue; Philadelphia,
PA
Phalen Corridor Initiative; St. Paul,
MN
Central Eastside Industrial
District; Portland, OR
IV.
Sources and Funding Information
Our group assignment was to obtain,
review and summarize plans that serve as examples of ‘best practices’ relevant
to the redevelopment of Train Avenue/Walworth Run. The following report features
tools, methods and strategies used across the country and in the Cleveland
area to foster reinvestment. The common link of these plans is a focus on
the redevelopment of industrial corridors with multi-modal transportation
challenges. Many efforts devise means of getting past obstacles, including
higher costs associated with brownfields, more complexity, longer development
timeframes, historical disinvestment and examples of unsuccessful urban renewal.
The
following is a brief summary of each project:
March
1995 charette envisioning a linear park along Railway Ave with views of the
City skyline
This
study of brownfield redevelopment, easements, and acquisitions is a good
example of gaining control of vacant or underutilized properties and/or access
through occupied parcels. Establish a
link between the Cleveland Metroparks Zoo and the Towpath Trail extension at
Harvard Road with a mixed-use development of industrial and recreational uses.
A
riparian corridor that was encapsulated into a city storm sewer line in the
1960’s; it was the last natural ravine unaffected by commercial landfill
operations. The project calls for acquisition, restoration, preservation and
public access to 20.8 acres of prime riparian corridor
Provides
a framework for recreation, resource protection and restoration, economic
viability and neighborhood livability within the West Creek Valley watershed
$8
million project to develop 100 acres of underutilized industrial land &
consolidate industrial use in a manner compatible with residential use
Includes
descriptions of the Walworth Run Industrial Park (a fourteen-acre site to
accommodate 100,000 square feet of industrial / manufacturing space and 150 to 250 jobs) and the W 65th St Development
Area (focusing on retail and industrial development).
Update
of 1991 Civic Vision 2000 Plan to connect the City’s neighborhoods and the
Region’s assets
A
draft PDF map displaying existing or proposed bike routes and asset
connections.
A
comprehensive plan that inventories and preserves the County’s greenspace and
allow for enhancements and future acquisitions.
Outlines
use of 6 “vision packages” to build social and physical connections, renew the
regional economy with sustainable urban ecology, and embrace the area’s
heritage.
This
1999 County Planning Commission study provides the foundation for the extension
of the Towpath Trail discussing background, benefits of trails and greenways,
existing conditions, alternatives and implementation strategies. The report also examines linkages with other
planning initiatives.
The
Towpath Trail Extension Alignment and Design Study
The
update of the 1999 study that describes the completion of the Towpath Trail
from Harvard Rd to the proposed Canal Basin Park near the present Settler’s
Landing in the Flats in Cleveland.
How
institutional capacity on a county and regional scale of the Cuyahoga Valley
Initiative acts as a catalyst for the process to redevelop the urban places
that connect with the corridor.
Ohio
Department of Transportation study coordinating citizen participation and
engineering studies to narrow 8 alternatives to 1 preferred design
Local Government Best Practices Guide: Redevelopment & Infill ProjectsTools, methods and strategies use around the country to foster reinvestment. Industrial/Business Corridor; Alton, IllinoisBrownfields redevelopment strategy including industrial and commercial-based plans for the remediation of one large property with the hope of spurring redevelopment. Liberty Square Redevelopment; City of Clinton, IAA brownfields redevelopment project based on the clean up of contaminated sites and/or corridors, retaining commercial with light manufacturing uses.
South
Side Works; Pittsburg, PA
Corridor redevelopment with river connection to spur redevelopment around a main brownfield site; provides links to neighborhood development and the riverfront. Redevelopment of Lyndale Corridor; Camden Community, Minneapolis, MNProposal by a University of Minnesota professor based on redevelopment of an industrial/business corridor provides good examples of land-use alternatives.
Lancaster
Avenue; Philadelphia, PA
Lancaster Avenue, a commercial corridor that runs
parallel to a railroad, bears close similarities to the Train Avenue Site.
Lancaster Avenue is a more heavily traveled artery than Train Avenue but its
past and present land uses indicate that it may serve as an effective model for
industrial corridor redevelopment.
Phalen
Corridor Initiative; St. Paul, MN
The Phalen Corridor Initiative is a comprehensive community
reinvestment effort. The project’s centerpiece is the creation of a 2.6-mile
long boulevard that will span the corridor and link over 100 acres of
under-utilized urban land.
Central
Eastside Industrial District; Portland, OR
Branding the Train Avenue site as an “industrial
district” may prove to be a useful redevelopment approach. Portland’s Central
Eastside Industrial District is an example of an industrial redevelopment
success story: Faced with pressure from commercial and office development, the
traditionally industrial area was carefully transformed into a diverse
mixed-use district that continues to maintain a strong industrial identity and
utility.
(Note:
parenthesized reference numbers after each plan correspond to the source entry
for that plan in the Sources section at the end of the report.)
Summary/Location
The Promenade is a vision for a linear park running
along the edge of Railway Ave. with views of the downtown skyline. The concept incorporates a new walkway
following the edge of the ridge with lookout points that cantilever over the hillside,
providing places to gather, gardens, places to sit, and opportunities to view
the Flats and Downtown.
This
idea for this project emerged from a neighborhood charette held in March 1995.
Significant
roadway improvements are necessary due to a narrow right of way in poor
condition. The investment in the community will discourage the current dumping
problems associated with the site.
New
trees planted on the hillside below will help to stabilize the slope without
locking views. An all-purpose trail within the Promenade and along the Ridge
connecting to southern Tremont is proposed.
Landscaping, a triangular plot near the intersection of W 7th
and W 10th, and the natural curve of the road could be utilized for
traffic
-calming. Designed primarily for residents, parking
will be limited; the space beneath I-90 could be used as parking for park-goers
and for the University Inn guests.
Proposed townhouses similar to the existing Tremont Ridge Housing will
have parking provided in alleys and private garages. Widening the road, adding
sidewalks and cobbled crosswalks will create a more scenic and
pedestrian-friendly residential environment.
A system of gateways from the Flats along W 3rd St., and also
along Literary and Jefferson, would be linked to the Promenade. University Ave. would be designated one-way
from W 13th to W 10th to facilitate linkage with the
proposed Towpath Trail extension. (1)
The
Lower Big Creek Valley Study
Summary
The Big Creek Valley combines industrial, some residential, historic and
natural features. It runs directly from the Zoo to the Towpath Trail at Harvard
Road so it's in a highly prized location. The Old Brooklyn CDC engaged in a
master planning process which calls for protection of remaining open space,
recognizes the importance of the industrial uses while calling attention to the
fact that current zoning in much of the study area is unrestrictive and does
not provide for protection of critical resources or dedication of areas to
consider additional design guidelines that could assist in the reclamation and
sustainability of the valley.
Project Objectives
NOACA received a grant from Ohio Coastal Management for land-use,
transportation and environmental planning with the goal of stabilizing and
improving the area. One key project objective is connecting the Zoo to the
Towpath Trail.
The
planning concept for the corridor included:
Some
of the areas of study in the project apply directly to Train Avenue/Walworth
Run:
·
Wildlife restoration
·
An assessment of
current industrial uses, land impairments and zoning
Similarly, recommendations for a strategic plan are based on similar
conditions, particularly, the need to consolidate or concentrate existing
industrial operations in fewer locations in order to provide greater access for
recreational uses.
Recommendations
·
Identification of
types and appropriate locations for new businesses within the valley
·
Commercial retail
business expansion that can complement the emerging recreational uses in the valley as well as service the employees
of existing business and industry
·
New industrial
development focusing in appropriate areas of the valley (targeted to attract companies that are compatible
with emerging recreational uses)
·
Acquisition of
development or easements on vacant land parcels will play a key role in restoration of the Lower Big Creek
Valley. An evaluation of the reclamation
costs, acquisition/easement feasibility and design considerations of these sites should be considered
(especially if the goal is to restore the valley to a recreational resource).
·
Brownfield
redevelopment studies, easements, and acquisitions have been instrumental in gaining control of
vacant or underutilized properties and/or access
through occupied parcels in the Big Creek Valley. The goal is to establish a link between the Cleveland
Metroparks Zoo and the Towpath Trail extension at Harvard Road with a mixed-use of industrial and recreation.
Funding
The Lower Big Creek Study is being sponsored by the City of Cleveland, which
has committed the local match ($3 million). The Federal match will be provided
by EPA.
Similarities to Train Avenue
Existing conditions and lessons about the plan to redevelop Lower Big Creek
have possible application for Train Avenue/Walworth Run. In particular,
business remains active, but a "significant percentage of land in the
valley floor (69 parcels, or 36% of the industrial/commercial valley) is
undeveloped, vacant, or underutilized, including key adjacent properties.
Similar to Train Ave., these include auto salvage yards and storage facilities.
(2)
Old Brooklyn/Treadway Creek Study
Site Location
Old
Brooklyn is a neighborhood on the southwest side of Cleveland, located between
the Cuyahoga River Valley and the Cleveland Metroparks Zoo. The Cuyahoga Valley
National Park and the Zoo each attract one million visitors per year. While the national park ends a couple of
miles south of Old Brooklyn, the Cleveland Metroparks extended the multi-use
Towpath Trail to Harvard Road, a half-mile east of Old Brooklyn. The proposal
for Treadway Creek is to revitalize the green space and recreation
opportunities in the riparian corridor, and to connect the neighborhood to the
Towpath and river.
Funding
Old
Brooklyn received $20,000 to complete a commercial revitalization study in the
area and $40,000 (including a $10,000 OECA conservation grant) for a Phase One
Environmental study of Treadway Creek. After Phase One, Treadway Creek received
$745,000 from the state’s Issue II or Clean Ohio Funds to be used for a Phase
Two Environmental study.
Proposal
According
to Old Brooklyn CDC director Brian Cummins, the reasons Treadway received Clean
Ohio Funds are as follows:
Design
/ Land Use Study
Treadway
Creek is a riparian corridor that was encapsulated into a city storm sewer line
in the 1960s – it is the last natural ravine unaffected by commercial landfill
operations. The project calls for acquisition, restoration, preservation and
public access to 20.8 acres of prime riparian corridor. Through voluntary
conservation easements, the City of Cleveland (which owns and manages the
project) gains access to the land in the corridor with three neighborhood
access points (off side streets and a city park).
Implementation
Strategy
Plans
include the following:
West
Creek Valley Management Plan
The
guide plan was developed through the following project items:
These
projects explored utilizing an array of information to develop an
implementation and management plan.
The
West Creek Valley Management Plan (WCVMP) was initiated through the interests
of concerned citizens and communities to improve natural resources protection
through implementation of a new park and trail. The effort was expanded beyond simply a trail network to the assessment
of a broad range of factors that affect the communities of Parma, Seven Hills,
Independence and Brooklyn Heights. A
watershed planning approach has been utilized to develop the guide plan to
serve as a framework of future planning for the communities as part of the
Cuyahoga River system and the Lake Erie Basin.
The Plan was also developed through regular input by the City of Parma
Parks Advisory Committee; a Community Committee, which included representatives
of each of the four communities; and the West Creek Preservation Committee, a
nonprofit organization. The planning
process also included public workshops to gain input from all residents of
interest. Beyond the community input,
the process involved participation of technical experts in various fields from
throughout the region to provide advice to ensure that the plan factors in all
relevant issues of the watershed. (4)
Summary
On the eastern edge of the Cuyahoga
Valley in Cleveland (across the river from Old Brooklyn), Slavic Village
Development is working on redeveloping St Hyacinth, a neighborhood north of
Broadway Ave. and east of E. 55th St. Important elements of the plan include
redeveloping the connections to the Valley, as well as improving the area's
industry, housing and retail opportunities.
St. Hyacinth also borders the old Cuyahoga River tributary, Kingsbury Run,
which is the site of a proposed Towpath connector. On the bluff above Kingsbury
Run are a number of underutilized buildings and vacant land. Near the southern
border, Bessemer Road, an industrial corridor, is being extended.
Proposal
A
key part of the plan for St. Hyacinth is to assemble vacant land, and relocate
to Bessemer Road Extension the scattered industrial sites on the bluff above
Kingsbury Run. Some of the former industrial warehouses are already in the
process of adaptive reuse as housing.
Charge Development, the developers of Tower Press, started construction
on the $4.3 million Hyacinth Lofts, a conversion of a former Board of Education
building into 51 apartment units.
Implementation
Slavic
Village CDC created a live/work zone and contributed $750,000 through the City
of Cleveland’s Housing Trust Fund for the Hyacinth Lofts project (which will
apply for historic tax credits). Also on the bluffs, Slavic Village assembled
two 2-acre sites for new townhomes to be built and reserved land for a future
bike path connection to Kingsbury Run Park (and the Towpath Trail). (5) (6)
Stockyard
Area Development Program and Strategy (1998)
Summary/Location
The
West Side Industrial Retention & Expansion Network (WIRE-Net) and the
Stockyard Area Development Association (the predecessor of today’s Stockyards
Redevelopment Organization) conducted a study to provide a framework that would
allow possible commercial and industrial sites to become better development
opportunities, improve the image of the area and expand employment
opportunities. The study area included
the Stockyard neighborhood, centering on West 65th St. as the major
north-south thoroughfare (Chapter II).
Conditions
Based
on data collected during the study, 67 businesses were classified as
industrial, with area strong points of low-cost space, good walk-in retail
traffic, and good transportation access to the south. The study determined that smaller, more cost-conscious users were
well suited for space in the Stockyards area.
Among the space identified as having good potential in this regard is
the Walworth Run Industrial Park at W 65th and Walworth Ave. on the
south side of Interstate 90. Suburban
pressure on area retail development seems to be degrading the area’s regional
influence, which would be better served by concentrating on the Denison/Ridge
area as a retail center (Chapter III).
The
study recommends a concept for future development in coordination with the
Civic Vision 2000 Citywide Plan; industrial areas in the north and east of the
study area would complement the retail core from south of Clark to Ridge, south
of Denison. Planning and design
recommendations are also presented. The
summary of the strategy for future development offers four basic
components. Existing businesses that
define the economic base of the area must be retained and encouraged to
expand. Efforts should be made to
enhance the area’s image and productivity.
Newer businesses should be recruited to capitalize on the availability
of vacant and underutilized land with the development of public-private
partnerships. Finally, the area requires an effective and sustainable
organizational framework (Chapter IV).
To
affect this concept, the identification of redevelopment opportunities in the
area (13 possible sites) and the requisite capital improvements for encouraging
these opportunities are recommended (Chapter V). (7)
Connecting
Cleveland 2020 Citywide Plan
The
Connecting Cleveland 2020 Plan divides the City into six planning areas
consisting of approximately six neighborhoods each. It is the neighborhoods that are the focus of the Plan; their
physical, social, economic and technological connections are the
foundation. A series of public meetings
and focus groups in 2002 elicited opinions and suggestions from residents and
neighborhood organizations on a variety of topics and issues. The Plan will seek to emphasize the linkages
between the city’s various communities and assets and establish a framework for
the growth of the City’s neighborhoods based on such links and ultimately,
improve the quality of life for Cleveland’s residents. To accomplish this, the Plan establishes
several goals:
To
achieve these goals, the Plan recommends a number of policies:
Cleveland
Bikeway Master Plan
The
Bikeway Master Plan draft includes a regularly updated PDF map of approved and
proposed routes and related connections posted on the City of Cleveland’s
Planning Commission web page. It also
recommends streetscape design improvements along the routes. (9)
Cuyahoga
County Greenspace Plan
Unlike the past 50 years, where economic growth and
new housing options were tied to the development of "greenfield"
sites at the edge of the urbanized area, the future health of the County will
be based upon its attraction as a sustainable, desirable, and healthy place to
work, live, and play. The ultimate goal
for Cuyahoga County is a balanced pattern of development which accommodates
both urbanization and land conservation. As Alex Krieger of the Harvard's
Graduate School of Design writes, "If the landscape is envisioned as (and
mandated to be) a complex quilt of density, open landscape, conservation
corridors, heritage districts, and growth areas, rather than as
indistinguishable parcels, all equally subject to development, a rich variety
of qualities - including nature - will be able to persist." (Alex Krieger, "An Urban Revival for a
Suburban Culture," Cities in the 21st Century. Urban Land
Institute. 2000).
Proposal
The intent of the Greenspace Plan is to promote a
broad comprehensive vision for greenspace protection and restoration within
Cuyahoga County. The Plan is also intended to promote complementary development
and establish a common agenda and direction for the varied efforts of the many
necessary participants. Through planning, creating, and managing greenspaces,
we can shape a future for Cuyahoga County as a place where:
Working with
greenspace professionals, community leaders, and residents, the CPC has
developed a greenspace vision for Cuyahoga County that:
Basic elements of the plan include the creation of a
system of natural corridors, a countywide trail system, the preservation of
scenic views, and the protection and restoration of critical natural areas. The
involvement of the public through education and private property stewardship is
also a key element.
Opportunities for open space protection and trail
connections are more closely identified in the Greenprint, which is a framework
for more detailed planning. The Greenspace Plan also establishes a set of
countywide goals to be achieved through the Greenspace initiative. (10)
Cuyahoga
Valley Initiative
In order to create a sustainable
future for the valley, the initiative will focus on the needs of the Cuyahoga
River and rely on an understanding of the valley's economic, social and
ecological systems. The goals of the project are to demonstrate
sustainability—both the project's process and outcomes—and to build local
capacity. The initiative will define a vision for the valley and offer tools to
implement this vision. These tools, in the form of model codes, design
guidelines, and sustainable practices are intended to foster day-to-day improvements
to create lasting change in the character and function of the Valley. These
tools of renewal will be based on ecological design principles, the elevation
of which we propose as capable of providing a foundation on which the valley
can achieve economic, environmental and social success.
Issue “Idea Packages”
The vision for the Cuyahoga Valley
will not be realized based on the production of a report or the actions of a
single planning entity. This requires going beyond the traditional planning processes
that focus on achieving a single outcome through government intervention.
Instead, it will require the involvement of individual municipalities, regional
groups, local residents and businesses in what may be previously unknown
collaborations. An iterative process, integrating multiple disciplines into a
holistic/systems approach will be used. Project work and community involvement
will be centered around six related issues, or "idea packages," each
providing a unique perspective on the valley.
·
A Working River: Once a symbol of industrial strength and
the consequences of environmental degradation, the Cuyahoga River today
promises a future where quality of life and healthy natural systems are
realized as integral components of industrial vitality.
·
A Healthy Valley: Create an ecology to restore and heal the
natural systems, integrate with the built systems, and sustain the distinct
landforms of the Valley.
·
A Business Plan: Imagine new ways to conduct business
through optimizing existing industries, introduction of new product families,
and development of whole new industries to restore the Cuyahoga Valley.
·
A Destination: Make the Cuyahoga River Valley the focal
point of recreation and leisure activities for both residents and visitors.
·
A Design: A new design paradigm forged from the valley's
legacy of inventiveness, inherent ability to inspire artistic expression and an
immense need for regeneration.
·
Community Capacity: The "Community capacity idea
package" seeks to release the tremendous potential throughout the Cuyahoga
Valley by outlining how every community can combine its diverse assets and
talents with global best practices in such a way that increases individual and
community wealth, encourages the development of existing and new businesses, and
brings about environmental health.
Proposal
Methodology: “PAGICS”
To effect the
changes dictated by these idea vision packages, the Initiative will incorporate
technological innovation with a set of standards dubbed the “PAGICS Tools”
described below:
·
Practices (model zoning codes)
·
Actions (subdivision regulations)
·
Guidelines (environmental and design guidelines)
·
Incentives (incentives for integrated development)
·
Codes (“green” building codes)
·
Stories (explanations of the past, descriptions of the
future)
The
Cuyahoga Valley Initiative seeks to influence development patterns,
construction practices and industrial processes for the next generation. Today,
the valley, and indeed the whole county, is faced with questions of how to
foster economic growth and attract new investment while creating a high quality
of life for residents and workers. The core economy struggles to be globally
competitive while at the same time the county is not yet hit a critical mass of
emerging economy businesses. Just as our economic foundation began in the
Valley, so too can our renewal. (11) (12)
Linking the Trail: A Plan for the
Towpath Trail in the North Cuyahoga Valley
Successive
technological advances in the 19th century brought the canal, railroads and shipping to the Lower
Cuyahoga Valley. The Canal increased
the area’s regional importance by linking the Ohio River through Lake Erie and
the Erie Canal to New York City. The
canal reached its influential peak by 1950, while at the same time that the railroads
began their dominant influence over the region’s industrialization and
urbanization, extending to the 1920’s.
During this period, the Valley’s dominance first as a physical division,
then as a social division, also became more pronounced.
Previous
efforts of heritage planning, neighborhood revitalization, recreation projects
and open-space conservation have all seen the utility of the Cuyahoga Valley as
a north-south unifying element. It
emphasizes relationships and linkages instead of physical barriers or manmade
designations such as community boundaries.
The
Towpath Trail today stands as testimonial to this unifying vision, first as a
hiking trail in the Cuyahoga Valley National Recreation Area in 1974, then
expanded as a multi-use trail during the 1990’s. The trail became so popular that the concept was extended to
establishment of the trail outside of the park south through Canton and Akron
to New Philadelphia, Ohio. The
Cleveland Metroparks opened the Ohio and Erie Canal Reservation, eventually
linking the Towpath from the northern boundary of the National Recreation Area
to Old Harvard Road on Cleveland’s southern border. The concept is now being extended for the trail’s completion at
the terminus of the original canal and at the mouth of the Cuyahoga River, both
in downtown Cleveland. This extension
is viewed as the most challenging section economically and strategically.
Linking the Trail considers the scope of these challenges in three sections:
·
The first section is
divided into an inventory of existing conditions (including natural resources,
environmental issues, and planning resources), an examination of route
alternatives, and suggestions for implementation strategies
·
The local level (e.g.,
Connecting Cleveland 2020 Citywide Plan, the Cleveland Master Bikeway Plan, and
various neighborhood plans), and the state and national levels (e.g., the Ohio
& Erie Canal Scenic Byway, the Ohio & Erie Canal National Heritage
Corridor, the American Heritage River Designation).
·
The third section
discusses the benefits of trails and greenways in terms of several issues:
economic, quality of life, environmental, and heritage (i.e., culture and
history). (13)
Background
The alignment and design study updates the 1999
study by proposing completion of the final section of the Towpath Trail to
extend over 100 miles as a continuous journey through the federally designated Ohio & Erie Canal National Heritage Corridor.
In addition, the heritage corridor trail will serve as the northeast Ohio
section of the planned Ohio to Erie Trail from Cincinnati to Columbus to
Cleveland. Cleveland Metroparks has completed additional
segments of the Towpath Trail in its Ohio &
Erie Canal Reservation, situated immediately north of the Cuyahoga
Valley National Park. Approximately six miles of trail have been completed, and
the northern terminus of the Towpath Trail is currently at old Harvard Avenue.
Proposal
The preferred route for the extension from old Harvard Avenue to Canal Basin
Park is off-road, which is the same as the current sections of trail in the
Cuyahoga Valley National Park and the Ohio & Erie Canal Reservation. The
trail would be ten-feet wide and paved with asphalt. Wherever feasible, the
goal is to have the trail as part of a swath up to fifty-feet wide that would
provide an area for environmental improvements, landscape improvements, and,
where needed, buffers and safety measures for adjacent property owners. This
preferred alignment of the trail would co-exist with existing land uses. It
does not result in the replacement of any existing businesses or housing. The estimated cost of the trail, including
land acquisition, construction, trailheads, and interpretive exhibits, is
estimated at $24.5 - $47.8 million. It is anticipated that the alignment of the
Towpath Trail would also add value to other projects focusing on economic
development, neighborhood revitalization, and quality of life. In addition to the preferred alignment of
the main trail, the plan recommends connectors to all the Cleveland
neighborhoods on the east and west sides of the Cuyahoga River Valley, the
communities of Newburgh Heights and Cuyahoga Heights, downtown Cleveland, and
the Lakefront.
Plan Components
·
Environmental
regeneration of the surrounding landscape such as the ecological restoration of
hillsides, soil enhancements, improvements to drainage patterns, constructed
and enhanced wetland pockets, and creation or restoration of riparian buffers
and natural edges along the river channel.
·
Visitor services and
interpretive exhibits based on both the natural and cultural history of the
valley.
·
Public art to
interpret the rich heritage and stories of the valley, creating a sense of
place, and enhancing the physical improvements.
Requirements
It is projected that the preferred alignment of the Towpath Trail will be built
over the next three to six years. Prior to actual construction however, a
number of essential tasks must be completed, including:
·
Continuing partnership
efforts to address essential trail issues such as land donation/acquisition and
related public improvements.
·
Developing a specific
plan of federal, state, and local sources and funding to pay for preparation of
final engineering work and construction.
·
Preparing applications
and partnering with elected officials to secure funds. (14)
Ohio & Erie Canal National Heritage Corridor
Management Plan
Objective
The
institutional capacities at the county and regional scale of the Cuyahoga
Valley Initiative and the National Heritage Corridor (the OECA) act as a
catalyst for the process to redevelop the urban places that are connected to
the corridor.
Funding
The
$150 million Heritage Corridor Management Plan to revitalize the Cuyahoga
Valley has $77.6 million set aside for facility development, including trails,
railroad extensions, gateways, linkages, and the like. The OECA is looking to
use these funds to leverage additional development dollars, ranging from
foundations to the Ohio Department of Transportation (for bikeway links).
Proposal
The
Ohio Canal Corridor, a nonprofit organization, and the Cuyahoga County Planning
Commission are among the groups leading the planning process for the Cuyahoga
Initiative. The vision includes Walworth Run as a neighborhood connector to the
Towpath Trail and Valley. The Cuyahoga Valley Initiative’s vision for the Valley and Train Avenue is “the potential to be
reinvented as a parkway and trail lined with a mix of uses and open space that
connect the near west side neighborhoods to the Cuyahoga River.” (15)
The
Cleveland Innerbelt Study:
A
Strategy of the Intelligent Renewal of the Transportation Infrastructure
Summary
The Ohio Department of Transportation has invested
heavily in the I-90 corridor since it was first constructed in 1959.
Improvements to the Innerbelt Bridge (also known as the Central Viaduct Bridge)
alone represent an investment of more than $35,000,000.
In a testament to the quality of the original
construction, to date no major elements of the transportation infrastructure
have needed to be replaced, despite enduring some 40 Northeast Ohio winters and
daily traffic volumes well in excess of those originally anticipated. However,
these elements will not last indefinitely, so planning must begin now for the
future mobility needs of the region.
The Cleveland
Innerbelt Study has been a comprehensive,
24-month process to consider the viewpoints of all stakeholders, including the
residents of the neighborhoods, in developing a strategy to renew the
transportation infrastructure-- bridges and pavements -- within the Study area.
Objective
The Cleveland Innerbelt Study did not presuppose a
conclusion about what must be done with the Innerbelt’s bridge decks and
pavements, entrance and exit ramps, or existing capacity. Rather, the Study
began by identifying all of the existing and future transportation problems
along this corridor.
Then, the Study proceeded to investigate all
reasonable solutions to the identified problems. The Study considered all
possible technical, logistical, financial, and personal concerns when putting
together the final recommendations.
Throughout the Study process, every effort has been
made -- through public meetings, the media, and a variety of other public
involvement techniques -- to reach out to the individuals, who live in, work
in, and travel through the Study area. The final recommendation was made only
after careful consideration of the input received.
Proposal
The Study has investigated the physical condition of
the existing bridges and pavements on the Interstate system to determine which
elements can be rehabilitated and which elements will need to be replaced.
The Cleveland Innerbelt Study addresses the question
of whether the current configurations of entrance and exit ramps to and from
Interstates 71, 77, 90, and 490 are adequate to meet the changing traffic
patterns and intensified highway safety standards of the 21st
century.
The Study considered a wide array of alternatives to
address the capacity of the transportation corridor. In addition to traditional
highway alternatives, i.e., adding general-purpose lanes, the Study also looked
at non-traditional highway and non- highway alternatives, such as:
·
High Occupancy Vehicle
Alternatives (HOV). This includes reserving specific lanes for vehicles with
two or more occupants
·
Transportation System
Management Alternatives (TSM). Among possible components are the computerized
management of traffic flow, priority lanes for buses and high occupancy
vehicles, and new parking strategies.
·
Travel Demand
Management Alternatives (TDM). This entails trying to change the driving habits
of Innerbelt users.
·
Transit Alternatives
(both bus and rail). (16)
NEORSD Infrastructure study
(Information
on the Northeast Ohio Regional Sewer District’s 30-yearTunnel Prioritization
Plan and a small near-term project on Train Ave. were unavailable at the time
this report was written.)
III. Best Practices
(Note:
parenthesized reference numbers after each practice correspond to the source
entry for that practice in the Sources section at the end of the report.)
This section features
tools, methods and strategies used across the country to foster reinvestment,
primarily in areas with existing infrastructure. These are not definite
solutions. Rather, they are intended to stimulate thought and discussions about alternatives.
In one way or another,
reinvestment tools, methods and strategies either counter disadvantages or
build on advantages. Many efforts devise means of getting past obstacles,
including higher costs, more complexity, longer development timeframes,
unfamiliar markets, contaminated soil from previous land uses, higher risks,
financing and regulatory practices geared toward greenfield development,
historical disinvestment and examples of unsuccessful urban renewal. Other
strategies make use of assets, such as large employers, committed residents,
existing infrastructure, a sense of place, unique architecture, and proximity
to public transportation, parks and waterfronts. Some reinvestment strategies
transform liabilities into competitive advantages.
Leadership and
partnerships are absolutely essential for developing a reinvestment strategy
and creating the support needed to implement changes. Successful partnerships
involve community, business, nonprofits and public participants; they permeate
every aspect of reinvestment. Through leadership, communication and action,
partners combine resources and expertise to identify shared goals, express then
overcome differences, establish working relationships, and champion strategies
to make reinvestment happen.
·
Create broad
public-private partnerships of allies
·
Communicate with
affected groups
·
Share expertise and
resources
·
Involve the community
·
Deal with opposition
·
Pursue
intergovernmental agreements
·
Build common vision
and decide goals
Education and planning
efforts are an extension of leadership and partnering initiatives. Many of them
represent more specific ways to educate others about growth and reinvestment
and to support reinvestment through policy planning and technical assistance.
Such initiatives highlight the need for sharing expertise, communicating the
benefits of reinvestment, making redevelopment easier to accomplish, and
linking redevelopment and related Smart Growth principles to broad-based growth
strategies.
parcels
·
Target specific
infill, mixed-use and transit-oriented areas for redevelopment
·
Encourage joint
development
·
Analyze assets and
liabilities using GIS mapping
·
Educate community
about growth impacts and infill benefits
·
Understand
interrelated aspects of redevelopment and stress collaboration
Financing is frequently
cited as the toughest challenge facing redevelopment because many private
investment practices do not fit projects with mixed uses, unfamiliar markets,
longer timelines, and higher risks. To support reinvestment, strategies
reorient public funding priorities, create incentives or supplement private
financing. Examples shift public resources to areas with existing
infrastructure, tap into foundations and alternative funding sources, structure
funding sources to favor reinvestment and other Smart Growth outcomes, and tie
redevelopment to broad policy agendas.
State and local entities
can revamp regulations and the development process to foster an environment
more hospitable to redevelopment. That means removing barriers to infill and
mixed-use development, clarifying goals, rewarding Smart Growth objectives, and
reducing uncertainty. Tools and strategies include developing renovation codes
and model codes for infill and transit-oriented developments, making the review
and permitting process faster and easier, developing prototypes, requiring the
inclusion of affordable housing, and increasing flexibility.
Brownfields and
insufficient land ready for development greatly influence the viability of
urban reinvestment projects. Redevelopment of contaminated sites often
necessitates public financing and services to cope with higher costs and higher
risks from exposure to liability. In a recent report on brownfield initiatives
across the country, most states offer voluntary cleanup programs, and other
public assistance commonly includes grants and revolving loan funds. Many
communities also help developers acquire and assemble land to offset higher land
costs, limited land supply, difficult and complex processes of acquiring land,
and land speculation.
banking
To establish or maintain
a thriving neighborhood, reinvestment efforts need to deliver places where
people want to live and work, places where investors will commit financing and
places where outcomes fit community character and needs. Creating an appealing
market can present a daunting task for mature areas with a history of
disinvestment, poor schools or concerns about safety. Examples show how to
improve the physical infrastructure of older areas targeted for reinvestment,
partner with large employers to increase neighborhood vitality, locate state
buildings to attract private investment and demonstrate Smart Growth, encourage
good design, reward high-quality products, and reinvest in existing schools.
markets
·
Incorporate good
design to sell infill projects
·
Design projects to fit
neighborhood character and needs
·
Form business
improvement districts
·
Market infill projects
·
Publicize successful
outcomes (17)
This is a good starting point for a redevelopment project
with numerous brownfields. It does not include residential. The project is
aimed at keeping the area either business, industrial or light manufacturing.
It is based around the remediation of one large property with the hope of
spurring redevelopment around surrounding properties.
The
ultimate goal of the City of Alton is to identify all environmental and
financial barriers present in the industrial corridor, determine what costs are
associated with their removal, and seek to coordinate efforts with public and
private sectors to attract new development, investments and jobs in Alton. They
want to put Alton’s brownfields on even playing fields with the surrounding
greenfields, thereby rejuvenating an older urban core. The idea is to remediate
and redevelop the largest site within the corridor with the hope of spurring
further cleanup and redevelopment on surrounding properties throughout the
corridor.
Over
the past 30 years, the city has undergone a dramatic decline in its industrial
economic base. It is now pooling available resources to arrest and reverse the
decline. There are at least 15 industrial sites, varying in acreage in the
corridor. Historically used for heavy industry, the majority of the area is
contaminated in one form or another. An initial site was proposed to utilize
the industrial corridor. The Alton Business Center, formerly a glass plant, is
a classic brownfield consisting of 144-acres of dilapidated structures and
vacant land. High vacancy, crime and economic disinvestment permeate the
surrounding area. Aside from the corridor’s obvious environmental and
functional deficiencies, it has a strong advantage of location. State and
federal highway systems are close by and easily accessible. Two major rail
carriers serve the corridor and barge access is available via rail spur
connections to operating river barge terminals.
First Phase
light manufacturing facilities.
Phase
I represents a hard cost investment of $16.85 million of which $ 11.3 million
is for remediation, demolition and replacement of infrastructure.
assessments at the glass plant.
Good study on how to go about staring a cleanup phase on
contaminated sites or corridors. The project will look to keep the area
commercial with light manufacturing companies---based around limited EPA
funding.
To
create a corridor of properties in the Liberty Square area that is attractive
to prospective commercial and light manufacturing companies. Most of the pilot
funding will primarily be used to investigate environmental contaminations and
to conduct community outreach programs.
In
1998, the EPA selected the city for a brownfields pilot. EPA’s Brownfields
Economic Redevelopment Initiative is designed to empower states, communities,
and other stakeholders in economic redevelopment to work together in a timely
manner to prevent, assess, safely clean up, and reuse brownfields. The pilots
are intended to provide the EPA, States, Tribes, municipalities, and
communities with useful information and strategies as they continue to seek new
methods to promote a unified approach to site assessment, environmental
cleanup, and redevelopment.
The
City received a grant originally for $200,000, which was increased to $350,000
through a $150,000 supplemental assistance grant in 2001.
Liberty
Square is located within the City of Clinton, which is on the Mississippi River
in the eastern part of Iowa. It includes a 40-acre rail yard, a solid waste
transfer station, and former retail and manufacturing facilities. It contains
abandoned and unused building space that is estimated to take up thousands of
square feet. Development has been
hindered here because of fear of contamination. Liberty Square is located
within a state certified enterprise zone with a population of 3,520 residents.
The redevelopment are comprises approximately 340 commercial, industrial and
residential properties over 220 acres.
The
City was originally founded as a river port and in the early 1800’s it became a
major lumber-producing center. As the lumber supply diminished in later
decades, woodworking gave way to transportation-related companies, trading,
manufacturing and retailing. The
Chicago NW RR connected the City with other Midwest cities in 1850. By 1960,
because the area was so infertile, it succumbed to farming industries and
agricultural companies who constructed numerous smoke stacks for their
operations that emitted significant air emissions adjacent to the Liberty
Square project area. These past and present industries have polluted the air,
soil and groundwater in the project area. Other hazards the project area
include: traffic safety hazards, high average daily noise levels, and high dust
levels which all result from a variety of sources such as heavy truck traffic,
train traffic, agricultural processing plants, non-paved parking areas, grain
elevators, solid waste transfer station operations and other industrial
businesses. Current roadway conditions along the corridor are unsafe and
inadequate because of deplorable conditions and low serviceability.
Because
of the limited available funding through the US EPA’s Pilot Cooperation
Program, only a fraction of the approximately 340 parcels within the area were
assessed. Several criteria were considered to determine whether a site should
have Phase I Environmental Site Assessments (ESA’s) or none at all. The
criteria included potential for actual or perceived environmental
contamination, potential for redevelopment, current and historical zoning and
land use, future zoning and land use, proximity to known environmental
conditions, property location, property ownership, property size, property utilization,
property owner’s willingness to sell, and tax status. The highest priority
sites received Phase I ESA’s while lower priority sites had transaction screens
where no assessment was needed.
The
City established a network of working relationships between federal and state
governments. In addition to the U.S. EPA, the U.S. Army Corps of Engineers,
U.S. Department of Housing and Urban Development, and Economic Development
Administration, and the Iowa DOT have contributed to the ability of the City of
Clinton to achieve its goals.
|
Fund Description |
Source |
Amount |
Status |
|
U.S.
EPA Brownfields Assessment Demonstration Pilot |
U.S. EPA |
$ 200,000
|
Secured |
|
U.S.
EPA Brownfields Supplemental Assistance Fund |
U.S. EPA |
$ 150,000
|
Secured |
|
U.S.
EPA Special Infrastructure Grant |
U.S. EPA |
$3,250,000 |
Secured |
|
U.S.
Army Corps of Engineers – Section 205 |
U.S.
Army Corps of Engineers |
$1,300,000 |
Cost-share agreement unsecured |
|
IDOT
Enhancement Funds |
Iowa DOT |
$1,000,000 |
Unsecured |
|
IDOT
Traffic Safety Funds |
Iowa DOT |
$1,500,000 |
Unsecured |
|
IDOT
Highway Appropriations |
Iowa DOT |
$31,950,000 |
Applied |
|
Regional
STP Funds |
IDOT |
$1,000,000 |
Unsecured |
|
State
Brownfields Fund |
IDNR |
$ 675,000 |
Secured |
|
Sales
Tax Fund |
City of Clinton |
$ 350,000 |
Unsecured |
|
Water
Pollution Control Fund |
City of Clinton |
$ 500,000 |
Unsecured |
|
Land
Sales |
City of Clinton |
$5,000,000 |
Unsecured |
|
Bonds |
City of Clinton |
$3,900,000 |
Unsecured |
|
Other,
i.e., CWA, BCRLF |
Various |
$ 425,000 |
Unsecured |
(21)
(22)
South
Side Works; Pittsburg, PA
This project is trying to spur development around one main
site, a brownfield. It is more of a neighborhood development than a corridor
but the key to this project is connecting to the nearby riverfront.
A
century of industrialization had denied both the physical and visual access to
this river community. With this project, new available riverfront will “reopen
the door” and connect this area to the water’s edge. This redevelopment will
further the City’s economic development policy, which is to reposition former
vacant, underutilized industrial properties in the City for new job creation
and employment opportunities. It will consist of mixed-use development that
will include residential, commercial, light industrial, and R&D land uses.
Here as in other community districts, trails and other means of riverfront
access will hopefully push neighborhood life, commerce and recreation towards
the waterfront.
The
redevelopment area is located two blocks north of the Monongahela River. The
initial priority is redevelopment of a 123–acre property that LTV South Side
Works once occupied.
The
idea for this project arose in 1993 after the Urban Redevelopment Authority
(URA) of Pittsburg purchased the 123-acre former LTV South Side Works after LTV
idled the plant. From 1994 to 1996, the URA completed community consensus
efforts related to the development of the site. Over the next few years, the
URA solicited interest for development of all components of the site, while
completing environmental, infrastructure, and traffic enhancement efforts.
Private investment at SSW to
date totals approximately $159 million and includes the following:
|
UPMC
Distribution Facility |
$4.9M |
|
Life
Sciences Center |
$10.7M |
|
UPMC
Sports Performance Center |
$30.0M |
|
IBEW |
$18.0M |
|
FBI
Regional Office |
$20.1M |
|
Quantum
One Office Building |
$18.0M |
|
Soffer
Mixed-Use Developments |
$20.4M |
|
Rivertech
Center |
$5.0M |
|
Continental
Multi Family Housing |
$27.0M |
|
Matcon
Diamond |
$1.25M |
|
Immigration
& Naturalization Service |
$4.7M |
|
Soffer
MXD/2700 Carson (Parcel C1a) |
$13.0M |
|
Soffer
MXD Cinema (Parcel C2b) |
$10.7M |
|
Soffer
- Cheesecake Factory |
$2.5M |
|
PROPOSED FINANCING (Total Project Build out) |
|
|
PROJECT COSTS: |
|
|
Roads |
$44,000,000 |
|
Renovation
of Monongahela Connecting Bridge (MONCON) |
$14,000,000 |
|
Hot
Metal Bridge |
$5,266,500 |
|
Parks |
$1,000,000 |
|
Parking
Garages |
$38,733,500 |
|
TOTAL |
$103,000,000 |
|
PROJECT FINANCING (Projected) |
|
|
City
/ URA Funding |
$21,087,961 |
|
Private
Garage Funding |
$18,650,000 |
|
State
Funding |
$15,992,000 |
|
Pittsburgh
Water & Sewer Authority |
$12,525,000 |
|
Tax
Increment Financing |
$25,000,000 |
|
(HUD
Section 108 Loans - $11,000,000) |
|
|
HUD
Brownfields Economic Development Initiative (BEDI) Grant |
$1,500,000 |
|
HUD
Economic Development Initiative (EDI) Grant |
$1,000,000
|
|
Other
Sources |
$7,245,039 |
|
TOTAL |
$103,000,000
|
(23) (24)
Redevelopment of Lyndale Corridor; Camden Community,
Minneapolis, Minnesota
This is a proposal by a University of Minnesota professor
for the redevelopment of this industrial/business corridor. It was included to
provide possible examples of land-use alternatives.
The focus of this project is the Lyndale Business Corridor. The majority of land use currently in the study area is light industrial, varying from manufacturing to recycling to warehouse, occupying 938,000 square feet, which is 51 percent of the total area. The second largest category of land use is commercial, including both retail and services, comprising 30.3 percent of the total land use in the study area. Industrial and commercial land use together account for 81.3 percent of the total area, dominating the study area. In the remaining areas, 8.3 percent are used as ‘transportation, communication and utilities’, 6.7 percent are devoted to residential land use, 1.8 percent is occupied by two apartment buildings, and 1 percent, or 16,000 square feet, remain undeveloped and unused.
Conflicts
between some heavy industries and nearby properties are unavoidable given the
nature of these operations. In the study area, the industrial land use plays a
dominant role. The industrial businesses contribute to the neighborhood,
especially as important tax sources for the neighborhood, but they are also the
primary source of problems. For example, the heavy truck traffic on Lyndale is
a threat to pedestrians and is mainly generated by the industrial businesses.
With the continuing existence with all the industries on the east side, heavy
truck traffic would be unavoidable and the residential and commercial land uses
would be difficult to develop, a pedestrian-friendly environment would
impossible, the barrier to the river would be formidable, and a unified theme
of land use and identity unique to the neighborhood would be difficult to
establish.
Though
nearby, the neighborhood
seems far
removed from the river, yet the Mississippi is only a half-mile walk from
Lyndale Avenue. Access to the river from the neighborhood is restricted by both
existing transportation infrastructure, I-94 in
particular, and existing land uses.
The
appearance of Lyndale is harsh, with heavy traffic, local power lines and
poles, street signs, and hydrants punctuating the sidewalk area. There are no
planting strips for street trees. There
is great need to create a pedestrian and bicycle friendly environment on
Lyndale. Real improvements, however, are stymied by the lack of useful right of
ways and adequate setbacks for structures. Yet, working in conjunction with
other planning objectives for riverfront parks and trails, a redesign is
possible and can be implemented.
A
number of residential buildings located in the study area are aged, of average
or below average condition, in the lowest range of housing market value, and of
very limited tax capability. Many of the houses show considerable deferred
maintenance or permanent damage to the structure. Without significant
maintenance and renovation, these houses are not likely to be viable in the
long term.
Lyndale
Avenue is the neighborhood’s riverfront road. To reinforce this identity, the
street should be transformed with river-related pedestrian amenities and the
provision of more convenient connections to the river. A “Riverway Street System” should be
established, with common streetscape elements and signage that identify streets
leading to and paralleling the riverfront. Lyndale should be developed as a balanced “green street,”
having comfortable, wide sidewalks, provisions for bicycle use, good
accommodations for public transit, consistent boulevard tree planting, etc.
Greening
the Avenue: Green boulevards should be created along Lyndale Avenue wherever
possible. Planting additional trees and replacing diseased or ailing trees
should restore the tree canopy. Alternative ways to “green” the avenue might be
considered including installation of flower boxes and hanging planters. Also
suggested for consideration is the development of a commercial Blooming
Boulevards program to encourage business owners to beautify their properties.
The current unsightly fences of the properties must be replaced with planting
strips and green boulevards. A pedestrian-friendly environment is an
environment of safety and comfort that attracts pedestrians, raises the
activity level of an area, and further enhances safety (which attracts more
pedestrians, further enhancing safety). A virtuous cycle is established.
Strengthening
Corridor Entrance: This will make better use of the precious node space, make
it more appealing to pedestrians, and thus strengthen the characteristic of
this locality as one of the gateways of the neighborhood’s connection to the
river.
Reconstruction
of Sidewalks and Construction of Bike Paths: Streets and sidewalks are the
primary places where people interact in the city. The character and quality of
streets and sidewalks are of major importance to the success of a city and the
neighborhoods within it. The comfort level of the shopper, businessperson, or
resident on streets and sidewalks will encourage or discourage continued use of
commercial nodes and pedestrian circulation from residences to the nodes.
Narrowing the roadway is a preferred approach, because it would serve to slow
the traffic and create more green space. Given the heavy traffic, truck traffic
in particular, this approach may not be feasible if current traffic conditions
remain unchanged. In addition, without any business expansion or relocation,
changing the width of the street would be procedurally impossible based on the
state law. Also, due to on-street parking requirements, street striping to
create a bike-path on the shoulder is not appropriate; other alternatives must
be explored.
Increasing
Housing Quality and Standard: It is important to provide a range of housing
types and affordability. This can be accomplished through the construction of
new housing and just as importantly, through the preservation of existing
housing. It also helps to create 24-hour activity along the avenue. Full-time
activity can help reduce crime, improve people’s perceptions of safety, and
contribute to the overall commercial vitality of the avenue. The housing
quality in the study area should be maintained, and housing standards
should be upgraded gradually.
Therefore, for industrial
uses that are compatible with adjacent commercial and residential uses,
improved site and building design should be encouraged. If improved site and
building design cannot be achieved, relocation of the industrial use, rezoning
of the site, and redevelopment compatible with surrounding uses and plans for
the area should be pursued. (25)
Lancaster Avenue; Philadelphia, PA
Close similarities to the Train Avenue Site: Lancaster
Avenue is a commercial corridor that runs parallel to a railroad. Lancaster
Avenue is a more heavily traveled artery than Train Avenue, but its past and
present land uses indicate that it may serve as an effective model for
industrial corridor redevelopment.
Project
Objectives
The
Philadelphia City Planning Commission identifies the following as goals for the
Lancaster Avenue Project:
Site
History
Lancaster
Avenue’s history began in Colonial times when it served as the primary means
for transporting food and supplies from the Schuylkill River to cities in the
west. Linking the cities of Philadelphia and Lancaster, Lancaster Avenue was
opened in 1795 as the nation’s first turnpike. Business prospered for the
private company that owned the turnpike until the late 1800’s when railroads
became the primary form of industrial transportation. Industrial land uses
along Lancaster Avenue included a saw mill, coal yard and carpet company.
Commercial and mixed-use developments were constructed by 1910 as well as
residential neighborhoods and, by 1925, a public high school.
Current
Conditions
The
north side of Lancaster Avenue borders the railroad and is exclusively
commercial in land use with primarily auto-related businesses. The south side
of the avenue includes residential, commercial and mixed-use development. A
large amount of vacant and underutilized land exists on both sides of the
avenue. Accumulated litter, abandoned buildings and poorly maintained railroad
embankments exist throughout the corridor. With the exception of a one
commercial block, Lancaster Avenue is a high-speed arterial highway that is
imposing for pedestrians. Although buses do not serve the entire length of the
corridor, Lancaster Avenue is served by public transportation at several
intersecting routes.
Project
Recommendations
The
Philadelphia City Planning Commission identifies the following as
recommendations for the Lancaster Avenue Project:
Implementation
Strategies
The
Philadelphia City Planning Commission identifies the following as strategies
for implementing the goals and recommendations of the Lancaster Avenue Project:
·
Local stakeholders,
along with government, must become more involved in the care and maintenance of
the corridor.
·
Where redevelopment is
unlikely to be initiated in a timely and efficient manner by private market
entities, the use of urban renewal and
the condemnation of property by the city's Redevelopment Authority should be
utilized.
·
The neighboring
community organizations should submit a request to the City Planning Commission
for staff assistance to undertake a rezoning of the area through the Zoning
Remapping Program.
·
In addition to city,
state and federal funds already described for streetscape improvements and
redevelopment actions, there are additional resources, mostly designed for use
by community-based organizations, which could be employed to implement
small-scale projects that are consistent with the plan recommendations. (26)
Phalen
Corridor Initiative; St. Paul, MN
A comprehensive community reinvestment effort that
includes multi-modal transportation, infrastructure improvements, economic
development, brownfield remediation, industrial redevelopment, job creation,
workforce development, housing and wetland restoration. The project’s
centerpiece is the creation of a 2.6 mile long boulevard that will span the
corridor and connect Saint Paul’s east side neighborhoods to I-35.
Project
Objective
To
restore economic, physical, and social prosperity to Saint Paul's East Side.
Site
History
The
Phalen Corridor is the location of several gateway neighborhoods in Saint
Paul’s East Side that have historically housed immigrants from Sweden, Ireland,
Poland, Italy, Mexico, Africa and Southeast Asia. Beginning in the mid 1800s,
railroad tracks were laid from downtown to the northeast, bringing industry and
jobs to the East Side. In the years following World War II, the rise of
commercial trucking coupled with changes in manufacturing methods caused
several large manufacturers to abandon the area. Left behind were a surplus of
skilled laborers and a shortage of well-paying jobs. Over the past 25 years the
area has experienced a loss of 2,500 jobs and as much as 17% unemployment.
Current
Conditions
The
Phalen Corridor area is 100 acres in size, including two major industrial
railroad corridors, three parks, four local retail areas, and twelve
neighborhoods. Much of the project area is comprised of brownfields.
The East Side is challenged by a high unemployment
rate, decreasing home ownership, a fear of rising crime, and a negative
regional identity. Despite this, the neighborhoods continue to maintain a
strong social fabric through churches, neighborhood groups, and business
associations. Many of the area’s original assets remain including a quality
housing stock, a mix of small, medium and large businesses, and access to most
of the Twin Cities' major roadways. The Phalen Corridor Initiative aims to
build off of the East Side’s unique concentration of amenities.
Project Elements
Industrial
Redevelopment
Workforce
Development
Transportation
Improvements
Community
Partnerships
Wetland
Restoration/Greenspace creation
Housing
Funding
Central Eastside Industrial District; Portland, OR
Envisioning Train Avenue as a “district” may prove
to be a useful redevelopment approach. Portland’s Central Eastside Industrial
District is an example of an industrial redevelopment success story. Faced with
pressure from commercial and office development, the traditionally industrial
area evolved into a diverse mixed-use district that continues to maintain a strong
industrial identity and utility.
Site
History
The
area that now comprises the Central Eastside Industrial District (CEID) became
a center for industrial businesses when it was incorporated into the City of
Portland in 1891. Many businesses established themselves in the CEID during the
first half of the 20th century, taking advantage of the area’s
central location and close proximity to railroads and major highways. Like the
industrialized cities of the East, Portland experienced decline and decay
following WWII. Changes precipitated by the inter-city highway system and
innovations in trucking and industrial production caused manufacturers to leave
the central city in search of larger sites near the ever-expanding suburbs.
During the 1970’s, concern over the loss of Portland’s industrial job base and
pressures from commercial and office development spurred efforts to protect the
CEID as an environment for industry. Portland adopted an Industrial Sanctuary
Policy in 1980, which required non-industrial uses in the district to seek
special conditional use review. A 1983 document entitled Central Eastside Industrial District: Benefactor of Portland’s Economy
emphasized the importance of industry in the CEID and proposed that commercial
land uses occur only along designated corridors. In 1986, an urban renewal plan
for the CEID was adopted by the city council, which has been instrumental in
providing funding for many of the improvements to the district.
Current
Conditions
The
CEID covers 681 acres of land, including 1.75 miles of the Willamette River
shoreline. The northern, eastern and southern boundaries of the CEID are
distinct and match those set forth in Portland’s Central City Plan. The
district encompasses six zoning use districts as well as a historical district
overlay zone.
The
CEID is an example of an industrial redevelopment success story. Although
primarily an industrial and employment district, the CEID is the site of
several social service agencies, educational and training institutions, commercial
and recreational centers. The CEID also serves as a home to 815 households. The
diversity within the CEID has been carefully managed by planners and other
concerned parties to ensure that the district allowed flexibility of uses
without losing its distinct identity.
There
are approximately 1,300 businesses employing 16,000 people in the CEID.
Employment sectors include construction and mining, manufacturing, trade,
finance, insurance, real estate, and other services. As of 1999, over half of
the district’s employment was in the industrial sector, providing thousands of
living wage jobs within the central city of Portland. Rather than competing
with districts, the CEID compliments the more posh districts of the city by
providing an affordable locale for businesses and residents who cannot afford
the more expensive rents that those districts offer.
The
Vision for the Evolution of an Industrial District
In
a response to challenges from groups interested in eliminating many of the
industrial uses that give the CEID its identity and utility, the Central
Eastside Industrial Council (CEIC), a watchdog of the CEID, forged a vision for
the future of the district. The CEIC focuses on four elements in its 2001 plan:
Implementing
the Vision
The
CEIC’s implementation plan is divided into three main topics: growth, retention
and support.
Growth—Expanding
Opportunities
Retention—Preserving
a Working District
Support—For the Present and Future District
IV. Sources and Funding Information
Sources and References
(1) From
the Tremont Neighborhood Development Plan for Tremont West
Development Corporation, conducted by City Architecture,
1997.
(3) Interview conducted with Director Brian
Cummins, Old Brooklyn Neighborhood
Development Corporation, 2/26/04
(4) Executive Summary, West Creek Valley
Management Plan, Cuyahoga County
Planning Commission, September 2001;
available on-line at
http://www.planning.co.cuyahoga.oh.us/documents/westcreek.html
(5) Ben Campbell, Slavic Village Development Corporation,
benc@slavicvillage.org or:
http://www.slavicvillage.org
(6) Process Creative Studios at studios@processcreative.org
(7) Executive Summary, Stockyard Area Development
Program and Strategy, URS
(8) Introduction, Connecting Cleveland 2020
Citywide Plan, Cleveland City Planning Commission; available on-line at http://planning.city.cleveland.oh.us/cwp/cpc.html
(9) http://planning.city.cleveland.oh.us/cwp/bikeflash.htm
(10)
Introduction, The Cuyahoga County Greenspace
Plan, Cuyahoga County Planning Commission,
2003; available on-line at
http://www.planning.co.cuyahoga.oh.us/green
(11)
The Cuyahoga Valley Initiative, Cuyahoga County Planning Commission,
April 2003; available on-line at http://www.cuyahogavalley.net
(12)
Eco City Cleveland; available on-line at
http://www.ecocitycleveland.org/ecologicaldesign/sustain/cuyahoga_valley.html
(13)
Introduction, Linking the Trail: A Plan for the Towpath Trail in the North
Cuyahoga Valley, Cuyahoga County Planning Commission, December 1999; available on-line
at http://www.planning.co.cuyahoga.oh.us/documents/corridor.html
(14)
Introduction. Towpath Trail Extension Alignment and Design Study, Cuyahoga
County Planning Commission, October 2002; available
on-line at
http://www.planning.co.cuyahoga.oh.us/towpath
(15)
Ohio & Erie Canal Association information from Tim Donovan at:
(16)
Project Overview, Cleveland Innerbelt Study Update; available on-line
at:
(17) http://www.metrocouncil.org/planning/landuse/reinvest_tool.pdf
(18)
http://www.alton-il.com/housing.htm
(19)
http://www.epa.state.il.us/news-releases/1999/1999-121.html
(20)
http://www.usmayors.org/USCM/brownfields/descriptions.htm
(21)
http://www.ci.clinton.ia.us
(22)
http://www.epa.gov/swerosps/bf/html-doc/clinton.htm
(23) http://www.ce.cmu.edu/~brownfields/NSF/sites/ltv/INFO.htm
(25) http://www.npcr.org/reports/npcr1170/npcr1170.html
(26)
http://www.philaplanning.org/plans/lancave/lancaster.html
(27)
http://www.ci.stpaul.mn.us/depts/ped/pci/indus.html
(28)
http://www.ci.stpaul.mn.us/depts/ped/pci/phalen_sap.html
(29)
http://www.ci.stpaul.mn.us/mayor/legislativeagenda/phalencorridor.html
(30)
http://www.minneapolisfed.org/pubs/cd/00-2phalen.cfm
(31)
http://www.npcr.org/copc/reports/copc18/copc18.html
(32)
http://www.phalencoridor.org
(33)
http://www.camiros.com/papers/paper11.htm
(34)
http://www.ceic.cc/files/finalvision.pdf
(35)
http://www.ceic.cc/files/psustudy.pdf
(36) http://www.oregonlive.com/printer/printer.ssf?/base/news/1072702790320131.xml
Funding Sources and Information
http://planning.co.cuyahoga.oh.us/green/funding.html
Clean Ohio Fund
at http://clean.ohio.gov/ for:
Cuyahoga County Natural
Resources Assistance Council at:
http://planning.co.cuyahoga.oh.us/nrac/
Ohio & Erie Canal
Association at:
http://www.canalwayohio.com/grants/index.htm
US EPA, Brownfields Cleanup & Redevelopment for
Brownfields Application Information:
http://www.epa.gov/brownfields/applicat.htm