Cleveland Innerbelt Corridor Study Alternative Concepts Table of Contents

CLEVELAND&

HINNERBELonlo ulr*" lwt- Cleveland Innerbelt Corridor Study Alternative Concepts Table of Contents

Introduction

Draft Purpose and Need

Rehabilitation/ReconstructionConcept

TransitIHOV Concept

ITSITSM Concept

Downtown Portal A Concept

Downtown Portal B Concept

Frontage Road Concept

University Circle Access Boulevard Concept

University Circle Access Freeway Concept

herbelt Boulevard Concept

Flats Connector Component CLEVELAND INNERBELT STUDY ALTERNATIVE CONCEPTS REVISIONS (Changes from 11/08/01 document)

REHABILITATION / RECONSTRUCTION CONCEPT Removal of rehabilitatiodreplacement of the Shoreway pavements and bridges from West 3rd Street and extending east along the Shoreway to Martin Luther King, Jr. Boulevard. The rehabilitatiodreplacement of these Shoreway pavements and bridges will be undertaken as part of the Cleveland Lakefiont Study.

TRANSITJHOV CONCEPT Deletion of 1-90 (Shoreway) HOV component. This component will be evaluated by the Cleveland Lakefiont Study. Deletion of East 55" Street Park and Ride facility. Relocation of proposed 1-77 Park and Ride facilities to 1-77 and the Ohio Turnpike and 1-77 at State Route 82. Deletion of proposed West 25thStreet HOV lane and corresponding express bus service. Deletion of proposed 1-77 HOV lane.

ITSITSM CONCEPT (Intelligent Transportation System/Transportation System Management) No changes. /

- DOWNTOWN PORTAL A CONCEPT Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77lI-490 interchange area.

DOWNTOWN PORTAL B CONCEPT Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77lI-490 interchange area The interchanges at East 72nd Street and Martin Luther King on 1-90 near Gordon Park are removed from consideration as part of the Downtown Portal B concept. The possible reconfiguration of these interchanges will be undertaken as part of the Cleveland Lakefront Study.

FRONTAGE ROAD SYSTEM CONCEPT Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77lI-490 interchange area. The interchanges at East 72ndStreet and Martin Luther King on 1-90 near Gordon Park are removed fiom consideration as part of the Downtown Portal B concept. The possible reconfiguration of these interchanges will be undertaken as part of the Cleveland Lakefiont Study. Improvements to the West 7" Streen-490 interchange removed as a component of the Flats Connector. In place of these interchange improvements, a new, low-level river crossing is proposed just to the north of the old Jefferson Avenue crossing.

DRAFT 5/09/02 COLLECTOR-DISTRIBUTOR SYSTEM CONCEPT Concept removed fiom consideration as an alternative due to findings of Geometric Review.

UNIVERSITY CIRCLE ACCESS (UCA) BOULEVARD CONCEPT Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77A-490 interchange area. Removal of improvements to the I-77Noodland Avenuelorange Avenue interchange and removal of improvements to the Ontario/Woodland/OrangeiBroadway Boulevard. Removal of the UCA Boulevard alignment that was originally shown utilizing the East 55Ih and Woodland Avenue comdor. Addition of a UCA Boulevard alignment through an existing brownfield.

UNIVERSITY CIRCLE ACCESS (UCA) FREEWAY CONCEPT Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77A-490 interchange area. Removal of improvements to the I-77Noodland AvenueIOrange Avenue interchange and removal of improvements to the Ontario/Woodland~Orange/Broadway Boulevard. Reduction of the number of proposed interchanges along the new 1-490 alignment fiom 8 to 5 to satis@ minimum interchange spacing requirements.

, INNERBELT BOULEVARD CONCEPT Reduction of the number of proposed interchanges along the new 1-490 alignment fiom 8 to 5 to satis@ minimum interchange spacing requirements.

F'LATS CONNECTOR Addition of a second Flats Connector alignment. In this second alignment, improvements to the West 7" Streeta-490 interchange removed as a component of the Flats Connector. In place of these interchange improvements, a new, low-level river crossing is proposed just to the north of the old Jefferson Avenue crossing.

DRAFT CLEVELAND INNERBELT STUDY ALTERNATIVE CONCEPTS

Introduction

The Cleveland Innerbelt Study has been undertaken by the Ohio Department of Transportation for the purpose of developing a strategy for the intelligent renewal of the transportation infrastructure in the I-71A-90conidor through downtown Cleveland. The pavements and structures comprising the Innerbelt fieeway system through Cleveland are approaching the end of their useful life and are in need of extensive rehabilitation and reconstruction. Additionally, the Innerbelt system is plagued by a series of capacity bottlenecks and locations not meeting present day highway design standards, which contribute to peak hour traffic congestion, high accident rates, and traffic diversions through central city neighborhoods, which degrades the quality of life for Cleveland residents.

This study seeks to address the problems outlined in the Draft Purpose and Need Statement (summary included herein) through development of an overall strategy, or master plan, for the redevelopment of the transportation system in the corridor. It is anticipated that in 2007 ODOT will initiate construction of a sequence of projects that will comprise the overall strategy. i The current development of the Alternative Concepts is a major step in the preparation of the strategy. In this phase of the project the ODOT Study Team is outlining the initial set of concepts to be evaluated and refined in an ongoing development process to arrive at the final preferred strategy or plan. The concepts outlined in this brochure have been developed to address the problems outlined in the Draft Purpose and Need. They represent multimodal alternatives that could be undertaken, individually or in concert with one and other to meet the needs of the corridor.

In this phase of the process, the concepts are being developed and refined with the assistance of the Cleveland community. ODOT is holding an ongoing series of meetings with the public to gather input and ideas to refine the concepts. The concepts presented in this brochure are, in fact, refinements of earlier concepts presented initially in October 2001. This refinement process will continue through January 2002.

In January, the Study Team will begin to analyze and evaluate the effectiveness and impacts of these concepts. This will be done based on an established set of performance measures, or evaluation criteria. Based on this evaluation, the best concepts will be selected, including combinations of the concepts shown here, and refined further for more detailed scrutiny and impact assessment and eventually will be developed into the final improvement strategy.

Please take this opportunity to review and comment on the alternative concepts contained in this document. Your input does matter and your voice will be heard. DRAFT PURPOSE AND NEED STATEMENT EXECUTIVE SUMMARY

1.0 INTRODUCTION

The Cleveland Innerbelt is a high capacity, limited access highway extending from Cleveland's West 25' Street on the west side of the Cuyahoga River, across the valley and around the southern and eastern edges of downtown to the City's lakefront district at Burke Lakefront Airport. Combined with other portions of the interstate network in Cuyahoga makes Cleveland a major crossroads for commerce.

1.1 Project History - Ground was broken for the original Viaduct Bridge in May of 1887. In January of 1941, 53 years after it's opening, the Central Viaduct was condemned and closed to traffic. The steel trusses that carried traffic into the city were converted into scrap during World War II. After the Central Viaduct was closed, nearly twenty years went by before another bridge was built on the right- of-way. The entrance and exit ramps from this freeway would form the "Central Interchange," which would provide efficient capacity for downtown traffic with the completion of the proposed radial freeways. Today the bridge cames over 160,000 vehicles per day and has met the long range plans that the city originally had in mind for it, but Cleveland's current traffic needs have surpassed what the bridge can accommodate. This major investment study was initiated, 41 years after the bridge opened, to find solutions to the city's current traffic problems.

1.2 Study Area Description

The Innerbelt begins just west of the 1-71 and West 25" Street interchange and proceeds north along 1-71 past the merger with State Route (SR) 156 (Jennings Freeway) to the I-71L-90/I-490 interchange where 1-71 ends. From this point, the Innerbelt proceeds east along 1-90, over the Central Viaduct bridge, and continues north along the eastern edge of downtown Cleveland in a depressed section of freeway, through the Innerbelt Curve to where it merges with SR 2 (the Shoreway). The Innerbelt includes all of the freeway ramp connections with the local street system as well as interstates and state routes. The Innerbelt Corridor refers to the freeway facilities described above as well as the freeway and surface street network that feeds the Jnnerbelt.

2.0 DRAFT PURPOSE AND NEED

The purpose of this study is to develop a strategy for the intelligent renewal of the transportation infrastructure within the Innerbelt Corridor. The majority of this infrastructure was constructed over a ten-year period that began in the late 1950's. This corridor has endured nearly forty years of traffic and an equal number of Northeast Ohio winters. As a result, the Innerbelt Comdor is not designed to today's standards and is in need of substantial rehabilitation. Consequently, the purpose of the proposed project is to:

Undertake a major rehabilitation of bridge decks and pavements. Enhance the roadway capacity through the corridor to address the projected traffic volumes in the design year 2025. Develop improvements to the Innerbelt Corridor that will increase the level of motorist safety. Improve the existing highway interchanges to meet current design standards. Eliminate substandard weave sections at entrancelexit ramps to the Innerbelt.

/ i Provide improved access to downtown and adjacent communities.

DRAFT 2.1 Infrastructure Needs

2.1.1 Innerbelt Corridor Bridges

Central Viaduct Bridge - The 5,079-foot long Central Viaduct Bridge carries 1-90 over the Cuyahoga River. The Bridge has been closely monitored by ODOT over the years and in 1998 it was determined that the Bridge deck would need to be replaced in six to eight years. Stringers, the long horizontal members of the bridge, showed areas of corrosion and distress below several of the deck joints caused by a combination of moisture and rock salt. The concrete wearing surface is also in poor condition. The substructure is in satisfactory condition showing cracks and spalls.

1-71 and 1-90 south of the Central Viaduct Bridge - There are 12 bridges on the Innerbelt from West 25~Street to the Central Viaduct Bridge. This section also includes 1-90 fiom West 25" Street to the I-71L-90 interchange and the Jennings Freeway (SR 176) Connector. The mainline and overhead decks of 1-71 and 1-90 in this section of roadway have been overlaid and patched numerous times and are approaching the ends of their useful lives and are in poor condition. The wearing surfaces of the mainline bridges in the area of the I-71L-90/I-490 interchange have been patched on numerous occasions and are becoming more difficult to adequately maintain with each passing year.

1-90 and 1-490 - There are 12 bridges in the section of 1-90 and 1-490 fiom West 25' Street and the entire length of I490 to East 55" Street. All of the bridge superstructures and substructures in this section of roadway are in good or satisfactory condition except the West 14" Street bridge ! deck has a condition rating of poor. 1-90 East of the Central Viaduct Bridge to the Shoreway Through the Innerbelt Curve - There are 19 structures in this one and threequarter-mile section of 1-90 from the Central Viaduct Bridge to and through the Innerbelt Curve. The mainline and overhead bridge decks are all at least 35 years old. Most bridge concrete wearing surfaces are only in fair condition. The superstructures and substructures along this section of roadway are in satisfactory or better condition with the exception of the East 14' Street Bridges that are in fair condition due to substantial spalling of the abutments.

1-77 Connector - There are 10 structures along 1-77 from the 1-7711-490 interchange, north to the Central Interchange at I-77h-90. The concrete wearing surface of the 1-77 bridge over 1-490 has potholes, is heavily patched, and will require substantial intervention soon to maintain an acceptable level of rideability. The substructures and superstructures are in good or satisfactory condition. The mainline and overhead bridge decks generally have a summary rating of fair to satisfactory but they have been overlaid and patched numerous times and are approaching the ends of their useful lives. It is becoming increasingly harder and more expensive to maintain a fair to satisfactory rating for the bridge decks with each passing year.

2.1.2 Innerbelt Corridor Pavement Needs

The Innerbelt corridor pavement riding surfaces are generally considered good. ODOT has instituted an aggressive program of maintaining interstate system pavement with Pavement Condition Ratings (PCR) of good (score of 75) or better. There are only a few exceptions to this condition. Examples i include: a 0.25-mile section of 1-71 southbound (north of West 25" Street) where the PCR is 68 or fair condition; 1-90 from the I-71A-90 interchange to the Central Viaduct where the PCR ranges from 68 to 75 indicating fair pavement conditions and the first onequarter mile section east of the I-71A- 90 interchange is in poor condition showing signs of distress and is in need of rehabilitation.

All the fieeway pavements within the study limits are original, have been in service more than 30 years, and are approaching the end of their useful service lives. The asphalt surfaces on the Jennings Freeway and 1-90 south of the Innerbelt curve will need attention soon. A portion of the 1-490 concrete pavement between 1-77 and East 55th Street has significant distress. The life span of asphalt overlays will continue to decrease due to lack of pavement support from loss of base, deterioration of the concrete, and failed drainage systems.

2.2 Traffic needs

Traffic Volume - The Central Viaduct was opened in 1959 and 20,000 vehicles per day used the span between the Trernont neighborhood and Ontario Street on the south side of downtown. In 1963, after the Innerbelt was complete between the Central Viaduct and Memorial Shoreway, traffic volumes more than doubled to 42,700 vehicles a day. The opening of 1-71 through southwest Cleveland in the 1960s encouraged some 102,100 drivers to use the Innerbelt each day. By 2000, an estimated 145,000 to 150,000 vehicles were using the Innerbelt each day, causing drivers to experience routine traffic congestion and longer travel times.

Travel Time - A travel time study was prepared in 1997 was a to evaluate the existing operating characteristics of roadway segments along I-71,I-90 and 1-77. On 1-71 the lowest travel speeds were recorded during the AM peak in the northbound direction. As an example, the Innerbelt roadway west of downtown showed the worst operating conditions during the AM peak hour with average speeds between 21 to 34 mphs. Eighteen traffic stops were recorded just along the segment between i West 25' Street and West 14&Street where speeds drop to zero for brief periods. Headway was short, driving comfort was low, and crash potential was high. On westbound 1-90, PM peak hour traffic experiences slow speed and heavy congestion along the depressed section of roadway between Lakeside Blvd. and Ontario Street where travel speeds range between 27 to 38 mph.

Capacity Analysis/Levels of Service (LOS) -. 1-90 through downtown Cleveland is the heaviest traveled route of all the highways under the jurisdiction ODOT District 12. A capacity analysis has projected deterioration in LOS along various roadway segments to LOS F in the design year 2025 with a no-build alternative

Existing (2000) Ca~acitv- The most significant congestion in the study area occurs on 1-71 northbound and 1-90 eastbound fiom the Metro Hospital curve to the north end of the Central Viaduct Bridge. Major causes for this condition include the northbound 1-71 reduces fiom four to two lanes as it curves north to merge with the Jennings Freeway. As traffic breaks down in the AM peak hour, vehicles exit 1-71 to West 14' Street making a cut-through in the Tremont neighborhood re-entering 1-71 northbound at Fairfield Avenue. Congestion due to the I- 71/Jennings Freeway merge is further compounded with the addition of traffic from two lanes of the 1-90 eastbound ramp. Another area of heavy congestion occurs on westbound 1-90 at SR 2. Congestion in this area begins at the Innerbelt curve due to the 35-mph design speed at the curve. Traffic generally backs up to East 55' Street.

In the PM peak hour, the most significant congestion in the study area occurs on westbound 1-90 from St. Clair Avenue to East 14' Street. Congestion along this section of roadway is due to the numerous access ramps to 1-90 from the downtown collector streets. The short weave distance between the entrance and exit ramps also contributes to the congested conditions. The westbound

DRAFT 5/09/02 afternoon peak hour experience average speeds from 27 to 38 mph with a resultant LOS of F. I- 90 westbound and 1-71 southbound both operate at LOS E during the PM peak how.

Future (2025) Cavacitv - Overall, existing traffic volumes are projected to increase by less than 2% in the design year (2025). The congestion patterns are similar to those under the existing condition, with a few exceptions. Northbound 1-71 is projected to operate at LOS F fiom West 25' Street through the I-71lJennings Freeway interchange through the interchange to the I-71A- 90 merge. At this point, the roadway operation is projected to improve to LOS D. Congestion on 1-90 westbound east of the Innerbelt curve is projected to worsen under PM design year traffic demand fiom LOS E to LOS F. Analysis shows that increased traffic during the 2025 PM peak hour has resulted in longer backups at those locations where delays currently exist. 1-90 westbound is projected to operate at LOS F with a no-build alternative fiom east of the Innerbelt curve to west of the central interchange. The only area with any new substantial congestion in the PM design year is on 1-71 southbound at the Jennings Freeway interchange. During the PM peak hour, northbound 1-71 will generally operate at LOS D except for the West 25& Street merge, which will operate at LOS E.

2.3 Roadway Safety Needs

Accident data in a fivecounty area was recently analyzed and found that the Innerbelt study area had the highest accident rate in the entire region. The accident data identify a higher and disproportionate number of traffic accidents and more severe accidents (those with injury or fatality) within the Innerbelt Corridor in comparison to accident and injury rates for similar freeways in the fivecounty northeast Ohio area. The average crash rate for the typical freeway in northeast Ohio is 1.2 crashes per million vehicle-miles traveled (MVMT). Several locations on the Innerbelt exceed this rate by a factor of two.

2.4 Operational and Design Standard Needs

As a result of the Innerbelt being designed in the 1940's and 1950's and the significant changes in housing and trip making patterns since it was planned, numerous ramp configurations in the project area are deemed sub-standard. Inadequate radii, entrance and exit ramp deficiencies such as inadequate acceleration and deceleration distances, poor sight distances, and inadequate weave distances and conflicts with competing ramps have also created confusing and unsafe driving conditions for motorists in the project area. Locations throughout the project area that do not meet current design standards were identified and ranked based on how severely they differed fiom current design standards.

DRAFT REHABILITA TION/RECONSTRUCTlON

rn I New Freeway Facility

Pavement and Bridge Deck ReplacemenV Rehabilitation 0 ImprovedFreeway Facility

Modified hterchange RERABILITATION 1 RECONSTRUCTION CONCEPT

- Changes from 11/08/01 document: Removal of rehabilitation/replacement of the Shoreway pavements and bridges fiom West 3rd Street and extending east along the Shoreway to Martin Luther King, Jr. Boulevard. The rehabilitationlreplacement of these Shoreway pavements and bridges will be undertaken as part of the Cleveland Lakefiont Study.

This alternative serves as the "baseline" option in that, because of the condition of the pavements and bridges in the Innerbelt, it is the minimum amount of work required to keep the system functioning over the next 20 to 40 years. This alternative does not add any capacity (additional lanes), but it does add some safety improvements to the system. This is accomplished by adding a shoulder to the Central Viaduct and incorporating a solution to ease the conflict point at the Innerbelt Curve (Westbound 1-90) underneath the Shoreway.

Because much of the Innerbelt and Shoreway were built in the 1950's and 1960's, most of the bridges and pavements are in need of major reconstruction or rehabilitation. The following summary highlights the essential elements of the work (within each major freeway segment) that would be required for this alternative.

Innerbelt Bridges It is anticipated that all of the remaining original bridge decks along the Innerbelt (1-71, 1-90, and a portion of 1-77) mainline (including interchange bridges) will need to have their decks replaced within the time fiame contemplated. ?

Innerbelt Pavement Replacement 1 Rehabilitation Needs 1-71 mainline pavement replacementlrehabilitation fiom the Hospital Curve north to the south end of Central Viaduct, 1-90 mainline pavement replacernentlrehabilitation from the north end of Central Viaduct to the Innerbelt Curve (at the Shoreway Interchange), 1-77 mainline pavement replacementlrehabilitation from the Kingsbury Bridge to the Central Interchange, and Ramps and connecting roadways pavement replacementfrehabilitation as appropriate and practical.

Central Viaduct Reconstruction Truss spans - replace deck and stringer beams Plate girder approach spans - replace deck on the West span and remaining original deck on east span. As part of the truss and approach work, widen the structure to provide for safer shoulders. Additional maintenance, preventive maintenance, and strengthening items, as needed, to extend life of structure. The use of alternative construction methods (e.g. cast-in-place, pre-constructed units) will be evaluated through costhenefit analyses.

DRAFT Innerbelt Curve Reconstruct the Innerbelt Curve to increase the curve radius (i.e., "flatten" the curve) to improve safety and operation. Reconstruct the interchange of the Innerbelt (1-90) and Shoreway (SR-2) to accommodate changes made to the curve. Relocate 1 eliminate the Shoreway bridge shoulder pier to provide room for 3 westbound lanes on 1-90 below.

DRAFT TRANSIT/ HOV CONCEPT Increase TRANSITIHOV CONCEPT

Changes from 11/08/01 document: Deletion of 1-90 (Shoreway) HOV component. This component will be evaluated by the Cleveland Lakefiont Study. Deletion of East Sthstreet Park and Ride facility. Relocation of proposed 1-77 Park and Ride facilities to 1-77 and the Ohio Turnpike and 1-77 at State Route 82. Deletion of proposed West 25thStreet HOV lane and corresponding express bus service. Deletion of proposed 1-77 HOV lane.

Expanded and new transit services are one alternative for improving mobility in the Innerbelt corridor. New and improved access to park and ride sites, improved transit service (bus and rail), and high-occupancy vehicle lanes for use by vans, taxis or personal automobiles with 2 or more riders and transit vehicles are components of the TransitIHOV alternative.

Rail System Improvements

Red Line Improvements The Red Line would be improved considerably with increased frequency and park and ride expansion. It is proposed to provide 6-minute service during the peak periods fiom the Airport to Tower City. Twelve-minute frequency would exist east of downtown, as exists today.

Improvements to the Triskett Station Park and Ride include the addition of median off-ramps that would drop motorists directly into the park and ride lot fiom 1-90. Anticipating extensive demand, expansion of the park and ride lot dimensions would occur to provide additional capacity. The Puritas Station Park and Ride also would be served by a new dedicated ramp from northbound 1-71 to the parking area. Structured parking may be recommended to increase the parking capacity as needed. Consideration will also be given to a new station at East 55thStreet.

Waterfront Line Extension The Waterf?ont Line Extension would complete a "loop" of the existing Watdont LRT line fiom its present termini at South Harbor to a new station interfacing with the existing Red Line at East 3oth Street. This "loop" would follow the "preferred" alignment outlined in the Waterf?ont Transit Line Phase TI MIS. The general alignment would extend from the South Harbor Station south on East 17'~Street to Prospect Avenue, then east on Prospect to the vicinity of East 21St Street, then south to Community College, then east to East 30" Street, then south to a termini with the Red Line. (See TransitlHOV Map).

The operating plan for this extension will be consistent with the MIS recommendations adopted by GCRTA.

DRAFT Bus Service Improvements

The backbone of the transit service will continue to be bus transit. The bus transit components of this alternative proposed are quite extensive and focus on commuters. The plan calls for the addition of several park and ride locations to intercept drivers at convenient, highly accessible locations. To make some of the park and ride locations more accessible, median ramps are contemplated that enable motorists to avoid traffic signals on the surrounding roadway network. Electronic signage could also be provided along area freeways to inform motorists with "real time" accuracy whether park and ride spaces are available, as well as bus anival and parking cost information. For the sake of organization, the improvements are placed in Western and Eastern categories, depending on the location of the route east or west of the Cuyahoga River.

Western Bus Improvements The Westlake Park and Ride includes several improvements. Signage along 1-90 would be improved to attract potential riders to the service. The service levels for transit routes into the facility will improve to 10-minute frequency during the peak period to downtown Cleveland. The service improvements require three additional buses. The park and ride capacity would also increase; adding 300 parking spaces to serve anticipated demand.

The Strongsville and North Olmsted Park and Rides will have signage improvements and improved bus service frequency. Three additional buses are needed to provide improved service to the Strongsville Park and Ride via RTA route #5 1F and #25 1. The North Olrnsted Park and Ride is slated to receive improved service connections through the addition of 3 buses to RTA route #87F. The Strongsville Park and Ride would have 300 additional parking spaces to serve increased demand as congestion increases.

South suburban areas would also have improved transit service. New park and ride locations and accompanying transit service are recommended for 1-77 at the Ohio Turnpike and 1-77 at State Route 82. Adding these 2 locations, service extensions and service improvements requires eight additional vehicles.

Eastern Bus Improvements Changes are also recommended for the east to downtown travel. The Euclid Park and Ride facility includes improved signage along 1-90. Route 239 is also recommended for improved service levels with the provision of three additional bus round trips to the route. Further, an increase in commuter bus service fkom Lake County will be analyzed.

A new park and ride and accompanying transit service is also included for Solon. Adding this location and service extensions and improvements requires four additional vehicles. Improved service levels for Boston Heights requires adding 1 bus trip each to Akron Metro routes #60X and #61X.

High Occupancy Vehicle Improvements

High Occupancy Vehicle lanes are also included as a component of this alternative. The HOV lanes would be signed for two or more occupants fiom all passenger vehicle types

DRAFT 5/09/02 (taxi, personal automobile, or van), as well as for motorcycles. Buses would also be allowed

I in the HOV lanes. HOV facilities are proposed to bypass the congestion points in the 1-71 and 1-90 conidors.

The HOV improvements assume that the park and ride lots discussed previously (Strongsville, Westlake, and North Olmsted) are expanded, developed, and promoted. These park and rides will be accessible and available to ridesharing to optimize the transit/HOV alternative.

The initial HOV plan serves the Innerbelt corridor through reversible lanes either parallel to or in the median of 1-71 and 1-90. For the fieeway median alignment, the new HOV lane would be accomplished by combination of widening the existing roadway and constructing new-elevated roadways in the median along with bridging over existing ramps. This system would carry HOV traffic fiom the south, east & west to the East gth Street exit in new lanes in the former median. HOV lane additions along surface streets would entail use of the curbside lanes. Commuter buses would be the only transit vehicles allowed in the surface street HOVs.

I-90 Corridor HO V (HO V #I) Component The 1-90 corridor would be served by an HOV facility in the center median of 1-90. The study will investigate whether this is a viable option in the 1-90 conidor.

This option requires slip ramps (HOV-only ramps accessible fiom the left lane of the fieeway) at grade in the median between West 65th Street and West Street. The ramps would connect to a one-lane, elevated, reversible roadway approximately 0.5 miles west of West 53'd Street. The reversible roadway crosses over the westbound lane of 1-90, continuing outside of the existing roadway on the north side of 1-90. The roadway then connects to the one lane elevated roadway fiom 1-7 1, continuing in two lanes north to East gth Street.

1- 71 Corridor HO V (HO V #2) Component The alignment of the 1-71 corridor HOV lane would be provided along 1-71. This alternative proposes the use of slip ramps in the median and would connect to a one-lane elevated, reversible lane approximately 0.75 miles south of the Denison Avenue overpass. This reversible lane extends just south of the Clark Avenue overpass. From this point the one-lane, elevated, reversible lane bridges over Clark Avenue and ramps form the Jennings Freeway on the west side of 1-71 connect to the elevated, reversible lane for 1-90. This provides a two-lane, reversible roadway north to East 9thSt.

Option 3: Broadway Avenue HO V Facility The Broadway Avenue HOV facility begins at 1-77 and terminates in downtown. This alternative uses curbside lanes on Broadway Avenue. Traffic signal priority will be given to the HOV commuters to reduce delay in the HOV facility. Under this option, buses and other eligible vehicles would be rerouted fiom 1-77 onto the HOV to avoid the congestion on the Innerbelt. 6'

DRAFT ITS/ TSM CONCEPT

Dynamic Downtown Traffic Control System

FreewaySun/eillance & Metering

Detectors (Vehicles and/or Weather)

Dynamic Message Sign . I ITSITSM CONCEPT (Intelligent Transportation System/Transportation System Management)

Changes from 11/08/01 document: No changes

The Intelligent Transportation System (ITS) concept that is proposed for the Cleveland Metropolitan Area would include Freeway System elements and Surface Street elements that are integrated into a comprehensive Metropolitan Traffic Management Systern. The ITS would consist of: Sub-systems that collect real-time traffic and weather data from detection devices. Automated traffic management capabilities such as coordinated signal control and ramp metering; High Occupancy Vehicle (HOV) lanes control; Freeway service patrols; Information dissemination to various types of users through Dynamic Message Signs (DMS) and Highway Advisory Radio (HAR); Traffic Management Center (TMC); Computer generated responses to a variety of traffic and transportation events; Communications network to provide the link between ITS field elements; Traffic Management Center, and various local and state agencies.

The Traffic Management Center (TMC) would serve as the coordinating unit.location where all ITS functions are controlled and operated. The TMC staff would consist of an assortment of professionals with specialized areas of expertise, and may include TrafficlTransportation Engineers, Communications and Systems Engineers, Information Technology personnel, and Operations and Maintenance staff. Furthermore, other agencies such as Transit operators, Fire Department, Police Department, and Emergency Medical Services personnel may be co- located at the TMC. In addition, the TMC may serve as the repository of all data collected by the ITS field elements such as detectors and video surveillance cameras, as well as the point of information dissemination to the public. The TMC could be located within an existing facility in the metropolitan area.

Passive tr*c controls for the Cleveland Metropolitan Area may be provided via information dissemination through Dynamic Message Signs, Lane Control Signals, Highway Advisory Radio, Personal Digital Assistants, the Internet, etc. Each of these elements provides an avenue through which real-time traffic information can be delivered to the public and other locallstate agencies. Active traffic controls would include a ramp metering system and a system of coordinated signals. Active and Passive traffic controls utilize information provided by detectors deployed throughout the freeway and surface street network and work in conjunction to facilitate a more efficient movement of traffic.

Variable Speed Limits Variable speed limits allow the Traffic Management Center to implement a speed limit for a segment of the fieeway based on the prevailing traffic conditions at that particular time. As

DRAFT shown below, variable speed limits, when applied to a freeway, provide the following benefits to the motorists:

Warn motorists to reduce speed for a condition ahead, such as construction, weather (fog, ice, etc.), or a freeway incident Assist in incident management

Variable speed limits could be applied to:

1-71/90 from Fulton Road to E. 55thStreet 1-77 fiom 1-490 to Downtown

Secondary Crash Reduction Benefit Once a fieeway incident occurs, it creates a rapid change in the prevailing traffic conditions. Very often motorists in the upstream flow do not react to the change properly, especially on facilities with high speeds. Impact to the upstream traffic flow frequently results in secondary crashes. Typically a secondary crash is a rear end crash (or series of rear end crashes) or a sideswipe crash. Secondary crash occurrence can be significantly reduced with the implementation of an incident management system. The incident management system responds to an incident by providing real time incident information to the motorists through Dynamic Message Signs, Lane Control Signals, andfor Highway Advisory Radio. In addition, the incident management system promotes a quicker incident response that reduces the overall incident clearance time and thus reduces the impact to the upstream traffic flow i (as opposed to an "unmanaged" incident response with no information dissemination function).

Ramp Metering Ramp metering is the use of traffic signals and vehicle detectors at a freeway on-ramp to control the rate of vehicles entering the freeway. Ramp metering is used to eliminate or mitigate the operational impacts resulting from bottlenecks, entering demand that exceeds exiting demand, and mainline flow disruption caused by vehicle platoons entering the mainline. The application of ramp meters to a freeway on-ramp requires a properly designed on-ramp capable of storing the anticipated queue of vehicles waiting to enter the mainline. In addition, vehicle detectors are required on the mainline upstream and downstream of the on- ramp as well as detectors on the ramp to control the flow of vehicles and measure the queue (to prevent spillover onto the surface street network). The ramp metering system can be designed to provide:

Fixed time operation - also known as preset operation, used to break up platoons of entering vehicles into single vehicle entries and is typically used where traffic conditions are predictable; simplest form of ramp metering. Local traffic responsive operation - based on prevailing traffic conditions in the immediate vicinity of the ramp; more complex, provides the ability to deal with unusual or unanticipated trafic changes. System wide traffic responsive operation - an optimization of a multiple ramp section of highway, often with the control of a bottleneck as the primary goal; it allows the metering

DRAFT 5/09/02 rate at any ramp to be influenced by conditions at other locations within the network, and I' is used for recurring congestion as well as incident management.

Ramp metering systems have been extremely successfil in reducing fieeway congestion and increasing safety. They have been shown to result in higher mainline throughput, significant travel timesavings, and higher travel time reliability. Ramp metering has demonstrated the ability to shorten the duration of congestion and improve the overall traffic conditions of freeway operation where deployed.

Truck Rollover Warning System A truck rollover warning system could be deployed on fieeway off-ramps that suffer fiom poor geometric design that has resulted in a documented history of accidents involving large trucks. A truck rollover warning system consists of a series of Weigh-in-Motion stations (piezoelectric sensors and inductive loops), height detectors, and an automated vehicle advisory signing system to display a warning message to the driver when the sensors determine the warning message is needed. The sensors are used to determine base vehicle configuration, size, and weight as well as travel speed toward the ramp curve. If the sensors determine, based on truck size and weight characteristics threshold and speed, that a certain speed is being exceeded, the advisory sign system displays a "TRUCKS REDUCE SPEED" message directly below a static truck rollover warning sign with ramp advisory speed.

This warning system was installed at 3 interchange exit-ramps along the 1-495 Capital Beltway. Each of the interchange off-ramps was selected for deployment of the i aforementioned warning system to address a history of truck rollover accidents that resulted in the loss of life, significant property/infrastructure damage, environmental contamination, andor significant impactsldelays to traffic.

The selected ramps experienced a total of 10 truck rollover accidents between 1985 and 1990. After installation of the "Automatic Truck Rollover Warning System", those same ramps experienced no accidents between 1993 and 1997. It has been established that the "Automatic Truck Rollover Warning Systems" are effective in reducing the speed of trucks on exit ramps and in reducing the number of accidents, which results in a clear economic benefit.

Use of HA.for Maintenance or Bridge Lifts The Highway Advisory Radio (HAR) may also be used to provide the motorist with scheduled/unscheduled bridge lift or highway maintenance information. Unscheduled occurrences on major roads can often lead to congestion and increased delay to the motorists. Use of the HAR allows the public to make route selection based on the expected impact of these incidences.

DMS Placement for Route Diversion Dynamic Message Signs may be deployed at critical "junctions" throughout the fieeway network and surface street network to allow for the display of special route diversion messages when an incident occurs that impacts either or both network. The critical junctions

DRAFT provide the necessary outlet to alternative routes that allow traffic to be diverted around the incident location and proceed in a timely manner to the desired destination.

Integration with Enforcement Agencies The Intelligent Transportation System is integrated with various 1ocaYregional safety and enforcement agencies to facilitate rapid and coordinated responses to any number of fkeeway activities/occurrences. Each agency becomes a user of video and data that is placed on the communications network. In addition, coordinated response plans are generated to address any number of situations; each response plan provides for the manual or automatic notification of those agencies that are needed to participate and their corresponding role.

Operations & Maintenance - Recurring Costs Beyond the up-front cost of Intelligent Transportation System deployment, there is an annual cost associated with the on-going operation and maintenance of the system. Operations and maintenance requires fhding for the Traffic Management Center physical plant, management staff, operators, information technology specialists, engineers, maintenance staff, highway response staff, etc. In addition, these annual costs also include vehicle, computers, communication equipment, and highway equipment maintenance and replacement costs. These costs can be substantial over time, however, ITS has clearly shown a net savings when all benefits of the system are factored in.

DRAFT 5 5 W m m New Freeway Facility

5 r m m m MajorArterial

I-rl--n. Boulevard 0 Improved Freeway Facility

New Interchange

Modified Interchange

I Removed Interchange d DOWNTOWN PORTAL A CONCEPT ,f Changes from 11/08/01 document: Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77a-490 interchange area.

One of the problems associated with the movement of traffic into and out of the Cleveland CBD is that there is no clear hierarchy of streets system in place in the CBD area. Typically, traffic should be collected on minor roadways, moved to larger roadways and, finally, to the fieeway. This function operates much like a river and its tributaries. From smallest to largest, these roadways are: collector/distributor, minor arterial, major arterial, boulevard and fi-eeway. A shifi to a hierarchy of street system has the potential to improve the flow of tr&c on the interstate highway by improving the interface of the highway with the city streets.

The problems associated with a lack of street hierarchy are compounded by the number of access points currently allowed in the CBD area. Most of the interchanges along 1-90, between the Central Interchange area and the existing Shoreway are relatively minor. Further, the orientation of these interchanges is such that drivers wanting to access the CBD often must take an indirect path once exiting the freeway to end up facing in the direction of the CBD. The number and confusing orientation of these interchanges reduce their operational efficiency and makes them less appealing as choices for drivers (especially those not familiar with the area). This leaves the ramps in the Central Interchange area (particularly East 9' Street and Ontario) as the only clear access points to the CBD. i The Downtown Portal A concept addresses this traffic flow issue by improving the existing Central Interchange and by developing three additional major Portal corridors into the CBD. As part of this concept, minimal improvements to the Central Interchange will be made. However, it is anticipated that, using better way-finding signage, a good portion of the traffic currently using the Central Interchange will be attracted to one of the other proposed Portal corridors further north along the Innerbelt. These new CBD Portals will act as "Gateways" to the city and will be located at Carnegie/Prospect, Superior and a proposed Lakefiont Boulevard. The new interchanges proposed for these locations will be able to accommodate high traffic demand and will orient drivers clearly toward the CBD.

In addition to these freeway improvements, upgrading of each of the Portal corridors into the CBD will reinforce the street hierarchy plan suggested above. Boulevards will be developed along the Broadway/Orange/Ontario/Woodland corridor, the Superior corridor and the proposed Lakefront Boulevard corridor. This boulevard system will be the backbone of the downtown street system, providing for the collection and distribution of traffic between the CBD and the Innerbelt. These boulevards would be supplemented with a system of major arterial corridors, including: East 9thStreet, East lgth Street (with a connection to the new Lakefront Boulevard), Prospect (from the Innerbelt to the west) and Carnegie (from the Innerbelt to the east). To better accommodate the needs of a hierarchy of street plan, Carnegie would revert to a two-way street.

DRAFT The Downtown Portal A concept will also address: the need to improve truck access from the Flats area to the existing freeway system; the geometry problems associated with the Innerbelt Curve; the collector-distributor roadways between Fulton Road and West 25Ih Street interchanges; the West 25Ih Street interchange; the railroad bridge pinch point on East 55" Street near 1-90; and, the bottleneck associated with the Hospital Curve area.

The problems and challenges addressed by this concept have a different character in different portions of the corridor. Thus, the best way to describe this concept is to break the corridor into two sections: Southern Corridor and Northern Corridor. The issues associated with each portion of the corridor will be discussed separately for ease of presentation. Southern Corridor The Southern Corridor extends from 1-71, north through the Jennings Freeway merge area, to the interchange with I-90A-490, and across the Central Viaduct Bridge. This section of the comdor also includes the sections of 1-490 from the I-90A-71 interchange, east to East 55Ih Street, and 1-77, fi-om the study area boundary, north to the Kingsbury Run Bridge.

Fulton Road to west 2fhStreet The existing collector-distributor roadway system between Fulton Road and West 25" Street would be reconstructed as part of this concept. A C-D roadway system is typically constructed at the same grade and directly adjacent to the mainline fieeway. In this instance, the C-D roadways climb the embankment between interchanges and run along the top of the embankment, directly adjacent to the neighborhood. These C-D roadways would be relocated i back to the same grade as the mainline fieeway. The West 25" Street interchange will be considered for reconstruction as part of this concept. Interchange designs that would minimize the amount of land used will be considered for this location. If possible, the land occupied by the loop ramp of the current interchange would be freed up for use as a potential park. Several tight urban interchange designs will be considered for this location, including the SPUI.

Widening of 1-71 in the Hospital Curve Area Currently, there is a bottleneck associated with the Hospital Curve area. This bottleneck is caused by the reduction of mainline 1-71 from three lanes to two lanes in the area of the Jemings Freeway merge. This mainline reduction is currently in place to improve the merge of traffic fiom 1-90 northbound. This is accomplished by allowing two lanes fiom 1-71 and two lanes from 1-90 to join, forming the existing 4-lane cross-section of the Central Viaduct Bridge. Further, the entrance ramp from the Jennings Freeway to 1-71 northbound is also a concern. This northerly end of the Jennings Freeway must currently merge with the two northbound lanes of 1-71. It would be desirable to have the ramp enter 1-71 as an "add" lane.

To eliminate this bottleneck, 1-71 northbound will be widened to three lanes in the area of the Jennings Freeway merge. The widened three lanes from 1-71 and the two lanes fkom 1-90 will then continue to act as an add-lane configuration, requiring a widening of the Central Viaduct Bridge to five lanes. This will improve the Hospital Curve bottleneck without compromising

DRAFT the operation of the merge with 1-90. This widening of 1-71 will be accomplished within the t existing highway right-of-way.

As part of the analysis phase of the study it must be determined how to use the additional lane that is proposed. The lane could be used to eliminate the reduction of the mainline 1-71 fiom three to two lanes or used to bring the Jennings Freeway ramp on in an add-lane configuration. These two options will need to be tested to see which has the greatest effect on improving the existing Hospital Curve bottleneck.

Flats Connector This concept also makes use of the proposed Flats Connector. Further details on the Flats Connector can be found under a separate write-up of that individual component.

1-77 Lane Balance To provide lane balance within the Interstate system, it is suggested that 1-77 be widened through the I-77h-490 interchange. Currently, in the interchange area, the mainline Interstate is only 2 lanes in each direction, while outside the interchange the Interstate is 3 lanes in each direction.

As part of the hierarchy of streets concept for the CBD area outlined above, it is suggested that the Ontario/l3roadway/Orange/Woodlandcorridor be reconstructed as a boulevard. This boulevard would substantially follow the existing alignment of these roadways. This would require the reconfiguration of the current BroadwayIOrange interchange area. One of the i three northbound lanes would terminate as a drop lane at the reconfigured Broadway/Orange interchange and one of the three southbound lanes would begin as an add lane at this interchange. This interchange would then serve all local movements between 1-77 and the CBD. Thus, only system (between 1-77 and 1-90) movements would need to be served in the area of the Central Interchange.

Northern Corridor The Northern Corridor includes the portion of 1-90 that begins near the center of the Central Viaduct Bridge and extends north and east to the interchange with East 55" Street. It also includes the portion of 1-77 that extends north fiom the Kingsbury Run Bridge to the Central Interchange area This portion further includes the proposed Lakefkont Boulevard.

Central Znterch ange A minor reconfiguration and consolidation of access for the Central Interchange area is called for as part of this concept. The cross-section of the Central Viaduct Bridge, as described above, will be widened to five lanes in each direction. The issues associated with the Central Interchange reconfiguration are described below by direction: eastbound and westbound.

In the eastbound direction, the five lanes across the bridge will be reduced to four though a drop-lane exit at Ontario Street. The cross-section will then narrow to three lanes through a drop-lane exit at East 9" Street. The 3-lane cross-section will then be carried into the next I' section of the Innerbelt, the trench area.

DRAFT In the westbound direction, the existing three lanes coming out of the trench section will increase to four lanes with an add-lane entrance from East 9" Street. The &eeway will be widened again, to five lanes, with another add-lane from the Ontario Street entrance ramp. This 5-lane cross-section will be carried across the Central Viaduct Bridge to the I-90/I- 490A-71 interchange, where two of the lanes will drop at the 1-90 westbound exit, with three lanes continuing on to southbound 1-7 1.

All local movements to and from 1-77 will be relocated to the reconfigured BroadwayIOrange Boulevard interchange area.

Central Interchange to Innerbelt Curve (Trench Area) Currently, there is direct freeway access to and fiom almost every cross-street in this section of the Innerbelt. However, this access is crowded together in a very tight area. This has resulted in existing interchange ramps with poor geometry and confusing signing, in turn causing the existing operational and safety problems associated with this area.

As part of this concept, these access points will be consolidated into two major Portals into the CBD. The first of these new interchanges will be located at Carnegie/Prospect Avenues. This interchange will orient traffic wishing to go eastbound onto Carnegie and traffic wishing to go westbound (into the CBD) onto Prospect. The second of these new interchanges will be located at Superior Avenue. Because of the amount of traffic that this interchange must accommodate, it is suggested that the Single Point Urban Interchange (SPUI) configuration be considered for this location. The SPUI efficiently handles large volumes of left-turning traffic, provides opportunity for free-flow right-hand turns and eliminates storage problems typically associated with diamond interchanges.

Innerbelt Curve The Innerbelt Curve will be "flattened" in order to improve a traditional problem area in the corridor. In addition, the current system interchange with the proposed Lakefi-ont Boulevard will be down-graded to a local interchange. It is suggested that a Single Point Urban Interchange (SPUI) be considered for this interchange also, due to its ability to efficiently process large amounts of left-turning traffic and to easily accommodate fiee-flow right turns.

Lakefront Boulevard It is proposed that the existing Shoreway, west of the Innerbelt to West 3rd Street, be downgraded to a boulevard roadway-the "Lakefiont Boulevard". This would allow the current system interchange between the existing Shoreway and the herbelt to be downgraded to a local interchange. The required design criteria for a local interchange makes it much easier to "flatten" the Innerbelt Curve and provide for local access to the new Lakefront Boulevard.

It is also suggested that the Lakefiont Boulevard be extended east, across the Innerbelt, curving south to the East 40th Street corridor. The Lakefront Boulevard would then continue down the East 40th Street corridor to Superior Avenue. This extension of the Lakefront Boulevard helps to connect the neighborhoods east of the Innerbelt to the lakefront area. The

DRAFT 5/09/02 inclusion of pedestrian and bikeway facilities along this corridor would reinforce this connection. Currently, the lakefiont area is only accessible fiom either the Innerbelt fi-eeway or the CBD.

The downgrading of this portion of the existing Shoreway to a boulevard also allows for the elimination of North Marginal Road. However, South Marginal Road would be maintained to provide both port truck access and to serve the rear of potential development properties along this new boulevard. With a good access control plan, this boulevard configuration can open up much of the lakefiont area for development, without having a large negative im act on traffic operation. Further, by preserving the Boulevard's connections with West 3 rg Street and East 9" Street, and by providing other connections to the CBD street grid (East lgth Street and East 261h Street), the Lakefiont Boulevard can effectively serve as the northern Portal to the CBD.

DRAFT

DOWNTOWN PORTAL B CONCEPT

This alternative concept differs fiom the Downtown Portal A concept in two aspects: 1. The Central Interchange is completely reconfigured (i.e. basically starting fiom scratch) in the Downtown Portal B concept, while the existing interchange is modified in the Downtown Portal A concept. 2. 1-90 is widened by one lane in each direction in the trench area in the Downtown Portal B concept.

One of the problems associated with the movement of traffic into and out of the Cleveland CBD is that there is no clear hierarchy of streets system in place in the CBD area. Typically, traffic should be collected on minor roadways, moved to larger roadways and, finally, to the fieeway. This function operates much like a river and its tributaries. From smallest to largest, these roadways are: collector/distributor, minor arterial, major arterial, boulevard and fieeway. A shift to a hierarchy of street system has the potential to improve the flow of i' traffic on the interstate highway by improving the interface of the highway with the city streets.

The Downtown Portal B concept addresses this traffic flow issue by reconstructing the existing Central Interchange and by developing three additional major portal corridors into the CBD. As part of this concept, the Central Interchange area will be completely reconstructed and reconfigured to better and more safely serve as the primary Portal to the CBD. Furthermore, the system portion (I-90A-77) of the Central Interchange will also be reconfigured. It is anticipated that, using better way-finding signage, a good portion of the traffic currently using the Central Interchange will be attracted to one of the other proposed Portal Corridors Wher north along the Innerbelt. These new CBD Portals will act as "Gateways" to the city and will be located at Carnegie/Prospect, Superior, and a proposed I I Lakefi-ont Boulevard. The new interchanges proposed for these locations will be able to

DRAFT 5/09/02 accommodate high traffic demand and will orient drivers clearly toward the CBD. Further, the trench area of the Innerbelt will be widened by one lane in each direction to accommodate the additional traffic attracted to the new Portal Corridors.

In addition to these freeway improvements, the upgrade of each of the Portal Corridors into the CBD will reinforce the street hierarchy plan suggested above. Boulevards will be developed along the Broadway/Orange/Ontario/Woodland conidor, the Superior corridor and the proposed Lakefront Boulevard corridor. This boulevard system will be the backbone of the downtown street system, providing for the collection and distribution of traffic between the CBD and the Innerbelt. These boulevards would be supplemented with a system of major arterial corridors, including: East gth Street, East 18'~Street (with a connection to the new Lakefront Boulevard), Prospect (from the Innerbelt to the west) and Carnegie (from the Innerbelt to the east). To better accommodate the needs of a hierarchy of street plan, Carnegie would revert to a two-way street.

The Downtown Portal B concept will also address: the need to improve truck access from the Flats area to the existing freeway system; the geometry problems associated with the Innerbelt Curve; the collector-distributor roadways between Fulton Road and West 25'h Street interchanges; the West 25'h Street interchange; the railroad bridge pinch point on East 55thStreet near 1-90; and, the bottleneck associated with the Hospital Curve area.

Southern Corridor The Southern Corridor extends fiom 1-71, north through the Jennings Freeway merge area, to the interchange with I-90A-490, and across the Central Viaduct Bridge. This section of the corridor also includes the sections of 1-490 from the I-90A-71 interchange, east to East 55'h Street, and 1-77, fi-om the study area boundary, north to the Kingsbury Run Bridge.

Fulton Road to West 2fhStreet The existing collector-distributor roadway system between Fulton Road and West 25" Street would be reconstructed as part of this concept. A C-D roadway system is typically constructed at the same grade and directly adjacent to the mainline freeway. In this instance, the C-D roadways climb the embankment between interchanges and run along the top of the embankment, directly adjacent to the neighborhood. These C-D roadways would be relocated back to the same grade as the mainline fieeway.

The West 25" Street interchange will be considered for reconstruction as part of this concept. Interchange designs that would minimize the amount of land used will be considered for this location. If possible, the land occupied by the loop ramp of the current interchange would be freed up for use as a potential park. Several tight urban interchange designs will be considered for this location, including the SPUI.

DRAFT Widening of I- 71 in the Hospital Curve Area Currently, there is a bottleneck associated with the Hospital Curve area. This bottleneck is caused by the reduction of mainline 1-71 from three lanes to two lanes in the area of the Jennings Freeway merge. This mainline reduction is currently in place to improve the merge of traffic hm1-90 northbound. This is accomplished by allowing two lanes from 1-71 and two lanes fiom 1-90 to join, forming the existing 4-lane cross-section of the Central Viaduct Bridge. Further, the entrance ramp from the Jennings Freeway to 1-71 northbound is also a concern. This northerly end of the Jennings Freeway must currently merge with the two northbound lanes of 1-71. It would be desirable to have the ramp enter 1-71 as an "add" lane.

To eliminate this bottleneck, 1-71 northbound will be widened to three lanes in the area of the Jennings Freeway merge. The widened three lanes hm1-71 and the two lanes fi-om 1-90 will then continue to act as an add-lane configuration, requiring a widening of the Central Viaduct Bridge to five lanes. This will improve the Hospital Curve bottleneck without compromising the operation of the merge with 1-90. This widening of 1-71 will be accomplished within the existing highway right-of-way.

As part of the analysis phase of the study it must be determined how to use the additional lane that is proposed. The lane could be used to eliminate the reduction of the mainline 1-71 from three to two lanes or used to bring the Jennings Freeway ramp on in an add-lane configuration. These two options will need to be tested to see which has the greatest effect on improving the existing Hospital Curve bottleneck.

Flats Connector This concept also makes use of the proposed Flats Connector. Further details on the Flats Connector can be found under a separate write-up of that individual component.

1-77 Lane Balance To provide lane balance within the interstate system, it is suggested that 1-77 be widened through the I-77lI-490 interchange. Currently, in the interchange area, the mainline Interstate is only 2 lanes in each direction, while outside the interchange the Interstate is 3 lanes in each direction.

As part of the hierarchy of streets concept for the CBD area outlined above, it is suggested that the Ontario/Broadway/Orange/Woodlandcorridor be reconstructed as a boulevard. This boulevard would substantially follow the existing alignment of these roadways. This would require the reconfiguration of the current BroadwaylOrange interchange area One of the three northbound lanes would terminate as a drop lane at the reconfigured BroadwayIOrange interchange and one of the three southbound lanes would begin as an add lane at this interchange. This interchange would then serve all local movements between 1-77 and the CBD. Thus, only system (between 1-77 and 1-90) movements would need to be served in the area of the Central Interchange.

DRAFT includes the portion of 1-77 that extends north from the Kingsbury Run Bridge to the Central Interchange area. This portion further includes the proposed Lakefiont Boulevard.

Central Interchange The existing Central Interchange (I-90A-77) is a cofising spaghetti of ramps with highway- to-highway movements combined with local access ramps. During peak periods, the local ramps back up onto the interstate system, resulting in delays for the interstate traffic. In addition, the existing interchange has sharp curves, well below current design standards, poor sight distances, and short, conflicting weaves with inadequate distances between diverges for proper decision making. The existing interchange provides direct interstate access from almost every major street in the area. Although this seems desirable for the getting traffic off of the city streets, the congestion it causes on the fkeeway spills over onto the surface street system nullifjmg this access.

The goal of this interchange improvement is to separate the 1-71 and 1-90 through traffic from the local traffic, create adequate capacity for all the traffic movements, and to improve the main Portal to downtown Cleveland.

The concept creates a T-shape system interchange with directional, fly-over bridges. This opens up the lower levels and center of the interchange for local traffic movements and a possible Portal monument or sign in the center of the interchange. The hierarchy of streets, however, would dictate that the flow of traffic on the interstate system should take precedence over city street traffic. Therefore, not all existing movements may be maintained in the reconstructed interchange.

All local movements to and fiom 1-77 will be relocated to the reconfigured BroadwayIOrange Boulevard interchange area.

Central Interchange to Innerbelt Curve (Trench Area) Currently, there is direct fkeeway access to and fiom almost every cross street in this section of the Innerbelt. However, this access is crowded together in a very tight area This has resulted in existing interchange ramps with poor geometry and confbsing signing, in turn causing the existing operational and safety problems associated with this area

As part of this concept, these access points will be consolidated into two major Portals into the CBD. The first of these new interchanges will be located at CarnegieRrospect Avenues. This interchange will orient traffic wishing to go eastbound onto Carnegie and traffic wishing to go westbound (into the CBD) onto Prospect. The second of these new interchanges will be located at Superior Avenue. Because of the amount of traffic that this interchange must accommodate, it is suggested that the Single Point Urban Interchange (SPUI) configuration be considered for this location. The SPUI efficiently handles large volumes of left-turning traffic, provides opportunity for fiee-flow right-hand turns and eliminates storage problems typically associated with diamond interchanges.

The freeway mainline in this area will also be widened to eight lanes (one lane in each i direction) to accommodate the additional traffic projected to be diverted to the new Portal

DRAFT 5/09/02 Corridors established at CarnegieProspect and Superior. This widening will be

J I accomplished within the existing right-of-way.

Innerbelt Curve The Innerbelt Curve will be "flattened" in order to improve a traditional problem area in the conidor. In addition, the current system interchange with the proposed Lakefront Boulevard will be downgraded to a local interchange. It is suggested that a Single Point Urban Interchange (SPUI) be considered for this interchange also, due to its ability to efficiently process large amounts of left-turning traffic and to easily accommodate free-flow right turns.

Lakefront Boulevard It is proposed that the existing Shoreway, west of the Innerbelt to West 3rd Street, be downgraded to a boulevard roadway-the "Lakefiont Boulevard". This would allow the current system interchange between the existing Shoreway and the lnnerbelt to be downgraded to a local interchange. The required design criteria for a local interchange make it much easier to "flatten" the Innerbelt Curve and provide for local access to the new Lakefront Boulevard.

It is also suggested that the Lakefiont Boulevard be extended east, across the Innerbelt, curving south to the East 40th Street corridor. The Lakefiont Boulevard would then continue down the East 40th Street corridor to Superior Avenue. This extension of the Lakefront Boulevard helps to connect the neighborhoods east of the Innerbelt to the lakefiont area. The inclusion of pedestrian and bikeway facilities along this corridor would reinforce this

I connection. Currently, the lakefront area is only accessible fiom either the Innerbelt freeway or the CBD.

The downgrading of this portion of the existing Shoreway to a boulevard also allows for the elimination of North Marginal Road. However, South Marginal Road would be maintained to provide both port truck access and to serve the rear of potential development properties along this new boulevard. With a good access control plan, this boulevard configuration can open up much of the lakefiont area for development, without having a large negative impact on traffic operation. Further, by preserving the Boulevard's connections with West 3 " Street and East gthStreet, and by providing other connections to the CBD street grid (East 1gth Street and East 26thStreet), the Lakefront Boulevard can effectively serve as the northern Portal to the CBD.

DRAFT f, FRONTAGE ROAD SYSTEM

w- New Freeway FBCiity m w . Major Arterial Boulevetd 0 Improved Freeway Facility n New bterch8nge 0 Modified Interchange - Removed Interchange -.- FRONTAGE ROAD SYSTEM CONCEPT

Changes from 11/08/01 document: Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77A-490 interchange area. The interchanges at East 72nd Street and Martin Luther King on 1-90 near Gordon Park are removed from consideration as part of the Downtown Portal B concept. The possible reconfiguration of these interchanges will be undertaken as part of the Cleveland Lakefront Study. Improvements to the West 7" Streeth-490 interchange removed as a component of the Flats Connector. In place of these interchange improvements, a new, low-level river crossing is proposed just to the north of the old Jefferson Avenue crossing.

As with both of the Downtown Portal concepts, the Frontage Road System concept also attempts to address the problem of the Cleveland CBD having no clear hierarchy of streets system in place in the CBD area. Typically, traffic should be collected on minor roadways, moved to larger roadways and, finally, to the freeway. This function operates much like a river and its tributaries. From smallest to largest, these roadways are: collector/distributor, ir has the potential to improve the flow of traffic on the interstate highway by improving the interface of the highway with the city streets.

The problem associated with having no clear hierarchy of streets is compounded by the number of access points currently allowed in the CBD area. Most of the interchanges on 1-90 ftom the Central Interchange area north to the Shoreway are minor interchanges. Further, the orientation of these interchanges is such that drivers wanting to access the CBD often must take an indirect path once exiting the &way to end up facing in the direction of the CBD.

This concept hopes to address this traffic flow issue by creating a ftontage road system from Carnegie Avenue north to Superior Avenue. This fiontage road system will consolidate direct access to the fieeway, while maintaining access to all cross-streets within the area of the fiontage road system. Direct access (entrance and exit) from the freeway to the frontage road system will be provided at Carnegie Avenue and Superior Avenue. Indirect access to all other cross-streets will be provided by the one-way frontage road pairs that parallel the fieeway. This fiontage road system also opens up access to parcels fronting the Innerbelt corridor that were previously land-locked.

In addition to the ftontage road system, a complete reconstruction and reconfiguration of the Central Interchange area will be undertaken to better and more safely serve the needs of the traveling public. Further, the system interchange of 1-90 and 1-77 that occurs in the Central Interchange area will also be rec~~gured.

Hand-in-hand with these freeway improvements will be CBD roadway improvements in the area of the fieeway to reinforce the hierarchy of street plan suggested above. Boulevards will be developed along the Broadway/Orange/Ontario/Woodland corridor, the Superior corridor and the Lakefiont Boulevard comdor. This boulevard system will serve as the

DRAFT 5/09/02 backbone of the CBD street system for the collection and distribution of traffic between the CBD and the Innerbelt. These boulevards would be supplemented with a system of major arterial corridors, including: East gth street, East 18" Street (with a connection to the new Lakefront Boulevard), Prospect (from the Innerbelt to the west) and Camegie (fkom the Innerbelt to the east). To better accommodate the needs of a hierarchy of street plan, Carnegie would revert to a two-way street.

In addition, this concept will also address: the need to improve truck access fiom the Flats area to the existing freeway system; the geometry problems associated with the Innerbelt Curve; the collector-distributor roadways between Fulton Road and West 25th Street interchanges; the West 2~'~Street interchange; the railroad bridge pinch point on East Sth Street near 1-90; and, the bottleneck associated with the Hospital Curve area.

Southern Corridor The Southern Corridor extends fiom 1-71, north through the Jennings Freeway merge area, to the interchange with I-90D-490, and, then, across the Central Viaduct Bridge. This section of the corridor also includes the sections of 1-490 from the 1-9011-71 interchange, east to East 55" Street, and 1-77, from the study area boundary, north to the Kingsbury Run Bridge.

Fulton Road to West 2YhStreet The existing collector-distributor roadway system between Fulton Road and West 25thStreet would be reconstructed as part of this concept. A C-D roadway system is typically constructed at the same grade and directly adjacent to the mainline freeway. In this instance, the C-D roadways climb the embankment between interchanges and run along the top of the embankment, directly adjacent to the neighborhood. These C-D roadways would be relocated back to the same grade as the mainline freeway.

The West 25' Street interchange will be considered for reconstruction as part of this concept. Interchange designs that would minimize the amount of land used will be considered for this location. If possible, the land occupied by the loop ramp of the current interchange would be freed up for use as a potential park. Several tight urban interchange designs will be considered for this location, including the SPUI.

Widening of 1-71 in the Hospital Curve Area Currently, there is a bottleneck associated with the Hospital Curve area. This bottleneck is caused by the reduction of mainline 1-71 from three lanes to two lanes in the area of the Jennings Freeway merge. This mainline reduction is currently in place to improve the merge of traffic from 1-90 northbound. This is accomplished by allowing two lanes fkom 1-71 and two lanes from 1-90 to join, forming the existing 4-lane cross-section of the Central Viaduct Bridge. Further, the entrance ramp from the Jennings Freeway to 1-71 northbound is also a

DRAFT 5/09/02 concern. This northerly end of the Jennings Freeway must currently merge with the two northbound lanes of 1-71. It would be desirable to have the ramp enter 1-71 as an "add" lane. -. To eliminate this bottleneck, 1-71 northbound will be widened to three lanes in the area of the Jennings Freeway merge. The widened three lanes from 1-71 and the two lanes fiom 1-90 will then continue to act as an add-lane configuration, requiring a widening of the Central Viaduct Bridge to five lanes. This will improve the Hospital Curve bottleneck without compromising the operation of the merge with 1-90. This widening of 1-71 will be accomplished within the existing highway right-of-way.

Flats Connector This concept also makes use of the proposed Flats Connector. Further details on the Flats Connector can be found under a separate write-up of that individual component.

1-77 Lane Balance To provide lane balance within the Interstate system, it is suggested that 1-77 be widened through the I-77A-490 interchange. Currently, in the interchange area, the mainline Interstate t is only 2 lanes in each direction, while outside the interchange the Interstate is 3 lanes in each direction.

As part of the hierarchy of streets concept for the CBD area outlined above, it is suggested that the Ontario/Broadway/Orange/Woodlandconidor be reconstructed as a boulevard. This boulevard would substantially follow the existing alignment of these roadways. This would require the reconfiguration of the current Broadway/Orange interchange area. One of the three northbound lanes would terminate as a drop lane at the reconfigured BroadwayIOrange interchange and one of the three southbound lanes would begin as an add lane at this interchange. This interchange would then serve all local movements between 1-77 and the CBD. Thus, only system (between 1-77 and 1-90) movements would need to be served in the area of the Central Interchange.

Northern Corridor The Northern Corridor includes the portion of 1-90 that begins near the center of the Central Viaduct Bridge and extends north and east to the interchange with East 55thStreet. It also includes the portion of 1-77 that extends north fiom the Kingsbury Run Bridge to the Central Interchange area. This portion Merincludes the proposed Lakefront Boulevard.

Central Interchange The existing Central Interchange (I-90n-77) is a confusing spaghetti of ramps with highway to highway movements combined with local access ramps. During peak periods the local ramps back up onto the interstate system, resulting in delays for the interstate traffic. In

DRAFT 5/09/02 addition, the existing interchange has sharp curves, well below current design standards, poor i sight distances and short conflicting weaves with inadequate distances between diverges for proper decision making. The existing interchange provides direct interstate access fiom almost every major street in the area. Although this seems desirable for getting traffic off of the city streets, the congestion it causes on the freeway spills over onto the surface street system, nullifying this access.

The goal of this concept is to separate the 1-71 and 1-90 through trafic from the local traffic, create adequate capacity for all the traffic movements, and to improve the main Portal to downtown Cleveland.

The concept creates a T-shape system interchange with directional, fly-over bridges. This opens up the lower levels and center of the interchange for local traffic movements and a possible monument or sign in the center of the interchange. The hierarchy of streets, however, would dictate that the flow of traffic on the interstate system should take precedence over city street traffic. Therefore, not all existing traffic movements may be maintained in the reconstructed interchange.

Frontage Road System (Trench Area) Currently there are a large number of entrances and exits to 1-90 provided in the Trench area of the Innerbelt corridor. To improve safety and operation in this area, it is suggested that access be consolidated by creating a fiontage road system fiom Carnegie Avenue north to Superior Avenue. The suggested frontage road system would consist of one-way road pairs that would parallel the freeway-the northbound frontage road on the east side of the Innerbelt and the southbound frontage road on the west side of the Innerbelt. The fiontage road system would be on the same grade as the city street grid and would intersect this existing street grid at all cross-streets.

The consolidation of direct freeway access will improve freeway operation. It is suggested that an interchange be provided at CarnegieIProspect Avenue and Superior Avenue. However, indirect access to all existing cross-streets will still be provided via the frontage road system. The frontage road system would continue north of Superior Avenue and terminate at St. Clair Avenue.

Innerbelt Curve The Innerbelt Curve will be "flattened" in order to improve a traditional problem area in the corridor. In addition, the current system interchange with the proposed Lakefkont Boulevard will be downgraded to a local interchange. It is suggested that a Single Point Urban Interchange (SPUJI) be considered for this interchange also, due to its ability to efficiently process large amounts of left-turning traffic and to easily accommodate free-flow right turns.

Lakefront Boulevard It is proposed that the existing Shoreway, west of the Innerbelt to West 3rd Street, be downgraded to a boulevard roadway-the "Lakefront Boulevard". This would allow the current system interchange between the existing Shoreway and the Innerbelt to be

I downgraded to a local interchange. The required design criteria for a local interchange make

DRAFT 5/09/02 it much easier to "flattenyythe Jnnerbelt Curve and provide for local access to the new i Lakefiont Boulevard. = .. It is also suggested that the Lakefiont Boulevard be extended east, across the Innerbelt, curving south to the East 40th Street corridor. The Lakefiont Boulevard would then continue down the East 40th Street corridor to Superior Avenue. This extension of the Lakefiont Boulevard helps to connect the neighborhoods east of the Innerbelt to the lakefiont area. The inclusion of pedestrian and bikeway facilities along this corridor would reinforce this connection. Currently, the lakefiont area is only accessible fiom either the Innerbelt fieeway or the CBD.

The downgrading of this portion of the existing Shoreway to a boulevard also allows for the elimination of North Marginal Road. However, South Marginal Road would be maintained to provide both port truck access and to serve the rear of potential development properties along this new boulevard. With a good access control plan, this boulevard configuration can open up much of the lakefiont area for development, without having a large negative im act on trafiic operation. Further, by preserving the Boulevard's connections with West 3 'Street and East gth Street, and by providing other connections to the CBD street grid (East 18'~ Street and East 26thStreet), the Lakefiont Boulevard can effectively serve as the northern Portal to the CBD.

DRAFT

UNIVERSITY CIRCLE ACCESS (UCA) BOULEVARD CONCEPT

- Changes from 11/08/01 document: Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77/I-490 interchange area. Removal of improvements to the I-77NCroodland Avenuelorange Avenue interchange and removal of improvements to the OntarioNCroodland~Orange/Broadway Boulevard. Removal of the UCA Boulevard alignment that was originally shown utilizing the East Hthand Woodland Avenue corridor. Addition of a UCA Boulevard alignment through an existing brownfield.

There is currently no convenient access to the University Circle area fiom I-71,I-90, or 1-77. Existing fieeway and surface street routes, to and fiom University Circle, are congested during most of the day, especially for peak hour commuters.

A concept, that connects the 1-770-490 interchange area to University Circle, can be provided by upgrading portions of the existing street system along the corridor to a major 4- or 6-lane boulevard. The "University Circle Access Boulevard" concept will provide a more direct route without the cost and potential disruption associated with fieeway construction. It will also benefit the loca1,communityby upgrading and beautifying the existing streets along the alignment. An additional option, consisting of a totally new boulevard along the existing railroad alignment is also considered in this concept.

The University Circle Access Boulevard concept will also incorporate the following elements:

The Flats Connector. Further details on the Flats Connector can be found under the separate write-up of that individual component. The Central Viaduct would be widened to provide a wider shoulder for vehicles breakdowns and for future maintenance work. Additional lanes on 1-77 inside the I-77A-490 interchange area to achieve mainline Interstate lane balance. Reconstruct the Innerbelt Curve to increase the curve radius (i.e., "flatten" the curve) to improve safety and operation. Reconstruct the Interchange of the Innerbelt (1-90) and Shoreway (SR-2) to accommodate changes made to the curve.

The options for the University Circle Access Boulevard concept are outlined below. Either of the two Boulevard options would provide the opportunity to extend the alignment north to the 1-90 fieeway.

The Norfolk Southern Railroad Alignment The potential neighborhood impact of major reconstruction of the existing street system can be largely avoided by building the University Circle Access Boulevard on a new alignment, i along the existing Norfolk-Southern Railroad right-of-way. The major four or six lane

DRAFT 5/09/02 Boulevard would begin just west of the I-490East 55" Street intersection. The current ~f alignment of 1-490 would be pushed north into the railroad right-of-way as soon as possible to minimize potential property takes. This would require the relocation of the RTA facility currently located along the west side of East 55" Street. The boulevard would then follow the existing railroad alignment to East 105'~Street, turn north and continue up the East 105" Street conidor to Carnegie. This Boulevard concept supports continuous access to intersecting streets while a limited-access freeway concept would only provide access at a few interchange locations. Major cross-street access along the alignment will be located at East 55 th Street, Kinsman Road, ~.79'~Street, Woodland AvenueIBuckeye Road, and Quincy AvenueIEast 105'~Street. An additional advantage of this option is the potential for commercial, industrial, and residential development adjacent to the new roadway.

Railroad and Brownfield Alignment The potential neighborhood impact of major reconstruction of the existing street system can be largely avoided by building the University Circle Access Boulevard on a new alignment, along the existing Norfolk-Southern Railroad right-of-way. The major four or six lane Boulevard would begin just west of the I-4901East ~5'~Street intersection. The current alignment of 1-490 would be pushed north into the railroad right-of-way as soon as possible to minimize potential property takes. This would require the relocation of the RTA facility currently located along the west side of East 5sthStreet. The boulevard would then follow the existing railroad alignment to Woodland Avenue, where it would turn east and proceed along Woodland to the next railroad track on the east side of an existing brownfield. The boulevard would then follow this railroad northeast to East 105'~Street, turn north and continue up the t East 105'~Street corridor to Camegie. This Boulevard concept supports continuous access to intersecting streets while a limited-access freeway concept would only provide access at a few interchange locations. Major cross-street access along the alignment will be located at East 55 th Street, Kinsman Road, ~.79'~Street, Woodland Avenue/Buckeye Road, and Quincy AvenueEast 105~~Street. An additional advantage of this option is the potential for commercial, industrial, and residential development adjacent to the new roadway.

DRAFT

UNIVERSITY CIRCLE ACCESS (UCA) FREEWAY CONCEPT

Changes from 11/08/01 document: Area encompassing widening of 1-77 (reference number 4 on map) has been reduced to area just inside I-77A-490 interchange area. Removal of improvements to the I-77Moodland AvenueIOrange Avenue interchange and removal of improvements to the Ontario/Woodland~Orange/Broadway Boulevard. Reduction of the number of proposed interchanges along the new 1-490 alignment fiom 8 to 5 to satisfy minimum interchange spacing requirements.

The goal of this concept is to relieve the Central Viaduct and downtown segments of the fieeway system of through traffic, in addition to providing direct access tolfiom several east side neighborhoods, first-ring suburbs, and the University Circle District. This would be accomplished by extending the 1-490 Freeway from East 55th Street along railroad right-of- way (Norfolk and Southern, CSX, and the Greater Cleveland Regional Transit Authority) to 1-90 at approximately East 133~Street. The fieeway would be a limited-access facility with potential interchanges at, or near, the following locations:

U.S. 422 (Kinsman Road) Stokes Boulevard Superior Avenue St. Clair Avenue at Woodworth Road 1-90 near East 133~Street

Additional elements of this concept include:

The Flats Connector. Further details on the Flats Connector can be found under the separate write-up of that individual component. The Central Viaduct would be widened to provide a wider shoulder for vehicles breakdowns and for future maintenance work. Additional lanes on 1-77 inside the 1-7711-490 interchange area to achieve mainline Interstate lane balance. Reconstruct the Innerbelt Curve to increase the curve radius (i.e., "flatten" the curve) to improve safety and operation. Reconstruct the Interchange of the Innerbelt (1-90) and Shoreway (SR-2) to accommodate changes made to the curve.

DRAFT .. . . I New Freeway Facility rn rn rn . MajorArterial nvBoulewrd

0 Newlntsrchnge

Modified lnterchage

LWL'- + - Central INNERBELT BOULEVARD CONCEPT i Changes from 11/08/01 document: Reduction of the number of proposed interchanges along the new 1-490 alignment fiom 8 to 5 to satisfy minimum interchange spacing requirements.

The idea behind this concept is to divert all fieeway traffic away fiom the downtown and provide an extensive system of boulevards by reconfiguring the existing street system and fieeway system. All fieeway traffic would be redirected along a new fkeeway alignment that would extend fiom the current intersection of 1-490 and East SthStreet east along railroad right-of-way to 1-90 at approximately East 133'~Street. This alignment is similar to the one proposed as part of the University Circle Access Freeway Concept.

As part of this concept, a system of boulevards and major arterials would be created to collect and distribute traffic to and fiom the Cleveland Central Business District (CBD). This boulevard system would be developed by downgrading the sections of 1-90 and 1-77 that have been redirected to the new fieeway by-pass to boulevards. Further, a new system of major arterials and boulevards that intersect with the new 1-77 / 1-90 Boulevards to service traffic demand to and fiom the CBD area would be created by enhancing the existing CBD street grid.

The final element of this concept includes the Flats Connector. Further details on Flats Connector can be found under a separate write-up of that individual component.

DRAFT FLATS CONNECTOR COMPONENT

Changes from 11/08/01 document: Addition of a second Flats Connector alignment. In this second alignment, improvements to the West 7'h stree~1-490interchange removed as a component of the Flats Connector. In place of these interchange improvements, a new, low-level river crossing is proposed just to the north of the old Jefferson Avenue crossing.

The Flats Transportation Study has indicated that there is a need to create a Flats Connector in order to get trucks out of the Flats area and onto the Interstate system without using the local street system. There is special concern over truck traffic in the Tremont neighborhood using local, residential streets to reach the Interstate system. These trucks cause noise and vibration problems for the local residents. The resolution to the problem would remove the trucks from the Tremont neighborhood, as well as create an improved truck route that would encourage truck drivers to stay away from residential area. As such, a Flats Connector component has been developed as part of this study.

The Flats Connector is comprised of a combination of two of the three sections described below. In the first combination, the improvements to West 7Ih StreetlI-490 interchange and the Quigley Road extension are made. In the second combination, the Jefferson Avenue river crossing and the Quigley Road extension are made. These sections create an interface between the freeway system and the Flats area. However, the proposed Flats Connector shown stops at the south side of the Cuyahoga River. The Flats Transportation Study will i build on this linkage to the fieeway system to determine the best alignment of the Flats Connector through the Flats area. Further, that study will determine at what location(s) connections to the CBD on the east side of the river will be made along the Flats Connector alignment.

West 7" Street and 1-490 Interchange Reconstruction The current West 7'h Street and 1-490 interchange only provides westbound off and eastbound on movements to the Interstate. This interchange is heavily used by trucks entering and exiting the Flats area, as it connects directly to Quigley Road. Since the interchange does not currently provide for trucks wishing to head south on 1-71 or West on I- 90, the trucks continue on Quigley Road to Clark Avenue and through the Tremont neighborhood. Completion of the other two legs of this interchange would reduce the truck trafic through Tremont substantially.

The existing interchange has a City Park on the southwest quadrant and low-income housing projects on both northern quadrants. The needed reconfiguration of this interchange offers a number of different options for consideration.

For the eastbound off-ramp and on-ramp, a diamond configuration should be considered, abandoning the existing loops. Abandoning the existing loops is done for the following two reasons. First, under the current interchange configuration, an eastbound off-ramp could only be provided around the existing loop ramps through the purchase of park property, i - which is an environmentally sensitive issue. Second, a new diamond ramp configuration

DRAFT 5/09/02 would move the ramp nose an additional 600 feet east of the I-71h-9011-490 interchange t allowing for better weaving conditions along the mainline. While the eastbound on-ramp nose would also be moved farther east, there is sufficient distance to the next ramp for this move to not have any adverse effects.

In the westbound direction, an overhead loop ramp can be considered as an on-ramp to minimize impacts to adjacent properties, with only slight modifications to the existing westbound off-ramp. In addition to the improvements to the interchange, this concept will include improvements to West 7'h street fiom the interchange area to Quigley Avenue.

Quigley Road Extension As part of the Quigley Road extension option, both West 3rd Street and Quigley Rd. will be completely reconstructed from the Cuyahoga River to the south, with new pavement (36' wide), curbing, drainage, signing and lighting. Instead of trucks, whose destination is to head south on the Interstate system, travelling across the Clark Avenue Bridge and down West 14'~ Street to the Interstate, a new Quigley Road extension will be constructed. The extension will begin where Quigley intersects Holmden Avenue and continue along the LTV property and up the hillside to the West 14'~Street interchange. The extension will be cut in the hillside and require a 6% grade to reach the top of the hill. The proposed roadway will require the property take of an industrial welding shop at its termini at West 14'~Street. The existing intersection of West 14" Street and the I-71lS.R.176 northbound interchange off- ramps will be reconfigured. A four leg signalized intersection will be created. The intersection will provide trucks exiting the highway with direct access to the Industrial Valley without going through the neighborhoods and can be signed to encourage trucks to - use the new road to get to the Flats area. Trucks exiting the Flats area will turn left at the new intersection, cross over the Interstate, and gain access to 1-71 South and S.R. 176 South in the same manner that currently exists. Traffic exiting 1-71 northbound will approach a realigned ramp that fronts the new Quigley Road Extension. The existing signal location will be removed. As trucks exiting S.R. 176 northbound approach the new intersection, they will be able to turn right onto the Quigley Road Extension using a slip ram type configuration, bypassing the signal. Vehicles wishing to head northbound on West 14'R Street will continue straight fiom the exit ramp as they currently do with the exception of the addition of the traffic signal. Traffic wishing to head south on West 14'~Street will turn left on the Quigley Road extension 200 feet east of the intersection with West 14" Street and then turn left at the signal. This concept has no adverse effects on the LTV property, although will require the purchase of property. In addition, an extension of the Flats Connector through the LTV site south toward the Jennings Road and Harvard Road area will be examined.

Jefferson Avenue River Crossing The current West 7" Street and 1-490 interchange only provides westbound off and eastbound on movements to the Interstate. However, the missing movements fiom this interchange are provided for off Broadway on the east side of the river. If a new, low-level river crossing were provided just north of the old Jefferson Avenue crossing and the section of Broadway from this river crossing to 1-490 improved, all necessary Interstate movements could be provided. In addition, this new river crossing would provide a low-level link for the west and east bank of the Industrial Valley.

DRAFT