CUY - OPPORTUNITY CORRIDOR PID 77333
PLAN DEVELOPMENT PROCESS MAJOR STEP 7 (FINAL ALIGNMENT)
RELOCATION ASSISTANCE PROGRAM SURVEY
Prepared for:
HNTB Ohio, Inc. on behalf of the Ohio Department of Transportation District 12
Prepared by:
September 15, 2012 TABLE OF CONTENTS
1.0 EXECUTIVE SUMMARY ...... i 2.0 INTRODUCTION...... 1 2.1 Project Scope ...... 2 3.0 METHODOLOGY ...... 3 3.1 Supplemental Housing Benefits ...... 3 3.2 Moving Allowance Payments ...... 4 3.3 Non-Residential Move, Search & Re-Establishment Payments ...... 5 3.3(A) Loss of Goodwill and Economic Loss ...... 5 3.4 Field Survey ...... 7 3.5 Estimated Acquisition Costs ...... 7 3.6 Available Housing ...... 8 4.0 FINAL ALIGNMENT ANALYSIS ...... 12 4.1 No build Option ...... 12 5.0 CONCLUSION…………………………………………………………………………….32 5.1 Impact Summary ………… ……………………………………………………………... 32 5.2 Special Advisory Services………………………………………………………………...32 5.3 Effects on the Community……………………………………………..………………….33
FIGURES
FIGURE 1-2: EAST 55TH TO WOODLAND AVENUE………………….……...…...... … 14 FIGURE 3-4: WOODLAND AVENUE TO CEDAR ROAD…………………...…...... … 15
TABLES
TABLE 1: Available Residential Properties …………………………….....………..……..... 8 TABLES 2, 3, 4: Available Residential Properties …………………………………..…….. 9 TABLE 5: Available Residential Properties……………………………………..……….…. 10 TABLE 6: Available Residential Rental Properties………………………………..…..…… 10 TABLE 7: Available Commercial Sales……………………………………………………... 11 TABLE 8: Available Commercial Leases..…………………………………..………….…... 11 TABLE 9: Estimated Relocations & Costs for Final Alignment…………...………………. 13 PICTURES FINAL ALIGNMENT
RESIDENTIAL PROPERTIES ……..………...………..…...... 34 ORGANIZATIONS …..………………………….…………………………………..…….. 46 FAITH BASED STRUCTURE……………………………………………………………... 50 1.0 EXECUTIVE SUMMARY
Opportunity Corridor is aimed at connecting I-490 to the east side neighborhoods of Cleveland including the University Circle neighborhood with a transportation infrastructure that will support the revival and economic development of large tracts of vacant industrial and residential land along the project corridor. The study area is broken into three (3) sections as follows: West Section - E. 55th Street to E. 75th between Norfolk Southern Railway Lines to the North and Francis Avenue to the South; Central Section - E.75th Street to Quincy Avenue between Norfolk Southern Railway Lines to the West and Woodhill Road to the East; and finally the East Section - Quincy Avenue to Cedar Avenue along E. 105th Street. These areas are all located in various community neighborhoods known as Slavic Village, Kinsman, Buckeye, Fairfax and University Circle.
The Opportunity Corridor Project would not only create transportation benefits, but would include potential economic growth, new jobs and a new identity for the various communities. The City of Cleveland, the Greater Cleveland Partnership and the city’s business community is currently working in coordination with the Ohio Department of Transportation (ODOT) on improving access for the area between I-490 and University Circle.
Prior to the actual construction of such a project, a comprehensive planning process is followed to determine a project’s reasonableness, cost effectiveness and overall feasibility. Part of this planning process is the Relocation Assistance Program (RAP) Survey, which reviews the impacts the project will have on individuals, families and businesses caused by the acquisition of their property. This survey is concerned with estimating the number of households and businesses to be displaced, as well as the availability of replacement sites, access to community facilities and the overall impact on the housing market, among other items. After completing “non-intrusive” field surveys of the areas to be impacted, as seen in the conceptual alternatives provided by HNTB, Ohio, Inc. (HNTB), the following sections have been identified as sites with potential displacements:
West Section - East 55th Street to East 75th Street Central Section - East 75th Street to Quincy Avenue East Section - Quincy Avenue to Cedar Avenue
The information listed below was provided by HNTB. Among these sections, the table below identifies the type of structures impacted as follows:
West Section Central Section East Section Residential Commercial Residential Commercial Residential Commercial 47 3 12 18 4 3
Note: This is an indication of structures only and does not necessarily indicate number of relocations.
Opportunity Corridor Relocation Assistance Program Survey i The project will improve access to the southeastern end of the City of Cleveland as well as support the revival and redevelopment of large tracks of vacant industrial and residential land. At the time of this report, there appears to be an adequate number of available Decent, Safe and Sanitary housing units throughout the surrounding project area for displaced residential occupants and a sufficient amount of available commercial space for most of the displaced businesses. Both residents and the majority of businesses should be able to continue living and operating in the area, if they choose. The only issue, which will be discussed later in this report, will be finding possible replacement properties for salvage yards located within the project area.
It should also be noted that the potential displacements and the relocation costs discussed in this report can change considerably if any of the vacant business structures and residential structures are either demolished or rehabbed prior to the onset of the project. For purposes of this report, boarded up residential structures and vacant business structures have not been listed as properties that will require relocation benefits and have not been considered within this report. If these structures exist when the project moves forward there could be additional relocation units consisting of business, residential and/or personal property.
HNTB has been in contact with several public officials who have supplied pertinent information that was considered in this report. The agencies contacted were the Opportunity Corridor Steering Committee, Cleveland City Planning Commission, CIRI Industrial Development Manager, Council representatives from the various Wards, Maingate Business Development Corporation, Slavic Village Development, Fairfax Development and Cleveland Economic Development.
Opportunity Corridor Relocation Assistance Program Survey ii 2.0 INTRODUCTION
O. R. Colan Associates (ORC) researched ODOT, HNTB and the Greater Cleveland Partnership websites gathering the history of this project as follows:
In 2004, ODOT retained a consultant team led by HNTB to conduct the Opportunity Corridor Study which began a study of the proposed three-mile corridor as an alternative to traffic along Interstate 90. A total of $5.3 million was committed by the State of Ohio’s Transportation Review Advisory Council (TRAC) for this purpose. ODOT has continued to advance the planning of Opportunity Corridor, which encompasses nearly 1,000 acres on Cleveland’s southeast side which is anchored by University Circle and the Cleveland Clinic.
In addition to the transportation benefits, early studies have shown that the project has the potential to offer new economic development opportunities in this area between I-490 and University Circle, which has become known as the “Forgotten Triangle.”
ODOT, the City of Cleveland and the Greater Cleveland Partnership just recently; in 2009, launched the Opportunity Corridor Steering Committee comprised of community leaders and private sector individuals to help in this endeavor.
An additional $10 million was committed for the Opportunity Corridor which will allow ODOT to complete the preliminary engineering and initial environmental studies to determine whether the project advances to future construction. The TRAC has approved funding for the Opportunity Corridor Project and estimates show that construction could cost $300 million.
The project is following ODOT’S Project Development Process (PDP) for major projects. The 14-step PDP is a project management and transportation decision making procedure that outlines project development from concept through completion.
In 2012 a final alignment has been determined and this study is based on the selected alignment provided by HNTB. The study corridor of this project resides entirely in the City of Cleveland and runs from East 55th Street to Cedar Road. These areas are known as Slavic Village, Kinsman, Buckeye, Fairfax and University Circle. The study area indicates a downward trend with many homes boarded up for demolition as well as many business facilities sitting vacant, lending to the necessity for redevelopment in this area.
The goals of the Opportunity Corridor Project are to:
Improve Access to the east side neighborhoods including University Circle Make it easier for visitors to get to Cleveland’s educational, medical and cultural facilities located in University Circle Spark economic development and create jobs in the east side neighborhoods
Opportunity Corridor Relocation Assistance Program Survey 1 2.1 PROJECT SCOPE
Achieving the project objectives will be accomplished by identifying the effects, costs and impacts associated with displacement of residential and commercial occupants on each of the proposed alternatives. Each section (west, central, and east) of the final alignment will require the acquisition of land that will result in relocations to residential and commercial property owners and tenants. This survey is concerned with estimating the number of households and businesses to be displaced, as well as the availability of replacement sites, access to community facilities and the overall impact on the housing market, among other items. The ultimate outcome of obtaining this type of information is to recognize potential problems associated with the displacement of individuals, families and businesses, and develop solutions to minimize the adverse impacts of displacement. ORC was hired by HNTB to conduct this study as part of Step 7 of the Major Plan Development Process (PDP). All anticipated relocations have been primarily identified based on the maps provided by HNTB. In addition, several physical inspections of the project area were performed by Anna Lee Durastanti and Tracy Jones of ORC.
Opportunity Corridor Relocation Assistance Program Survey 2 3.0 METHODOLOGY
The Uniform Relocation Assistance and Real Property Acquisition Policies Act of 1970, (Uniform Relocation Act) (P. L. 91-646) was enacted by Congress in 1971 to assist residences & businesses displaced by public agencies to relocate without suffering a disproportionate loss. Whenever federal funds are utilized in a project and residential or business displacement occurs, relocation advisory and financial assistance must be offered to those occupants being displaced as a direct result of the project.
For residential displacements, the Uniform Act requires that there is an adequate supply of replacement housing available before requiring an individual to vacate the dwelling and that these replacement units are within the financial means of the prospective displacees. To help offset any discrepancies between the acquisition of a property and relocation of an occupant, the Uniform Act provides supplemental housing benefits to these individuals. This applies to both owner and tenant occupants. In addition, all displaced residences are entitled to additional financial assistance in relocating their personal property.
For commercial displacements, it is the acquiring agencies responsibility to review the effects of displacement on the prospective displacee and to take these effects into consideration when determining a final alignment. Businesses are afforded advisory services in relocating to a replacement site, as well as move, search, re-establishment, potentially loss of goodwill and economic loss payments. It should be noted that under 6501.01 (E) that a business that operates only to rent or lease space at the displacement site is not eligible to claim Loss of Goodwill. Therefore, landlords are not eligible for loss of goodwill and they have not been included in the cost estimate.
The relocation advisory and financial assistance provided to both residential and commercial occupants is in addition to the compensation received by the property owner for the acquisition of real property. To summarize, the financial assistance that the Uniform Act provides can be divided into three basic categories:
1. Supplemental Housing Benefits for Residential Owner-Occupants and Tenants 2. Moving Allowance Payments for Residential Occupants 3. Non-Residential Move, Search, Re-establishment Payments, Loss of Goodwill and Economic Loss payments or In-Lieu of.
3.1 SUPPLEMENTAL HOUSING BENEFITS
The Uniform Relocation Act provides relocation assistance up to $22,500 to compensate a residential owner-occupant for:
1. The additional costs necessary to purchase a comparable replacement dwelling
Opportunity Corridor Relocation Assistance Program Survey 3 2. Any increased cost incurred in financing the purchase of a replacement dwelling 3. Incidental or closing costs required for the purchase of a replacement dwelling (For the purpose of this report, $5,000 is being utilized for closing costs and an estimated $7,500 is being utilized for increased interest).
Despite $22,500 being the maximum amount available, provisions under Housing of Last Resort of the Uniform Act would allow and potentially require larger payments. These excessive payments are potentially necessary when an adequate housing market does not exist, during periods of high interest rates and/or when the acquired site has unique features that are not common with the surrounding area. Based on past work experience in areas such as those identified for this study, and coupled with the current unemployment situation across the country, payments above the $22,500 maximum are foreseeable. Based on this likelihood, this report will use $35,000 as the cost estimation of the supplemental benefit for owners.
A residential tenant often must pay a higher rent for a replacement rental site. The Uniform Relocation Act provides the means to offset the additional rental costs for a period of 42 months with a maximum basic reimbursement of $5,250.
Provisions under Housing of Last Resort of the Uniform Act would also allow and potentially require larger payments for tenants. One common reason that tenants are provided increased payments under the Housing of Last Resort is because of income limitations. The Uniform Act requires that when displacing a tenant, one cannot place the tenant into housing that exceeds 30% of the family’s gross monthly income. Based on past work experience in areas such as those identified for this study, and coupled with the current unemployment situation across the country, payments above the $5,250 threshold are foreseeable. Based on this likelihood, this report will use $11,500 as the cost estimation of the supplemental benefit for tenants.
3.2 MOVING ALLOWANCE PAYMENTS
A person displaced from their dwelling is eligible to receive compensation for the relocation of their personal property. Two methods are utilized:
1. Actual and reasonable costs of relocating personal property utilizing a commercial mover. This would also include the disconnection and reconnection of personal property, such as stoves, refrigerators and/or washers and dryers. 2. A schedule method of providing a lump sum payment based on the number of rooms in a dwelling. As of June 22, 2012 Ohio currently provides $1,000 for the first 3 rooms and $150 for each additional room containing personal property.
For the purpose of this report, it will be presumed that individuals would utilize commercial movers and be eligible for reimbursement of utility disconnects and reconnects. The total cost for these services will be averaged at $4,500 for both owner occupied and tenant occupied residences.
Opportunity Corridor Relocation Assistance Program Survey 4 3.3 NON-RESIDENTIAL MOVE, SEARCH, & RE-ESTABLISHMENT PAYMENTS Businesses, farm operations and non-profit agencies are entitled to compensation for the relocation of their personal property, based on actual and reasonable costs. A displaced business may also be entitled to reimbursement for miscellaneous expenses incurred for such items as storage or searching for a replacement site. The Uniform Relocation Act also provides an option to businesses to receive a payment in lieu of actual moving costs, search, re-establishment and economic loss. This payment has a minimum of $1,000 with a maximum of up to $20,000 and is derived from the average annual net income of the operation for the two taxable years prior to displacement.
Relocation estimates for businesses were determined based on a visual survey of the properties and past experience of ORC on similar business moves. Where little inventory or personal property existed for a business, the In-Lieu of payment with a maximum limit of $20,000 was used for relocation estimates.
An estimate of $40,000 was used for small sized businesses that could have a substantially larger inventory and/or equipment and would not utilize the in lieu of payment. For medium sized businesses with a fair amount of inventory or equipment an estimate of $100,000 to $350,000 will be utilized as the average range for move payment for purposes of this report. For businesses with a larger inventory and seen as being complex (e.g. manufacturing company with heavy machinery), an estimate of $500,000 will be utilized as the average move payment for purposes of this report However, all of these options will be based on actual costs incurred for the moves. In addition to these reimbursements, businesses are entitled to search expense reimbursement of up to $2,500 and a business reestablishment reimbursement of up to $10,000. This report presumes that businesses will be eligible for these maximum amounts.
The larger number of potential tenant relocations are due to the number of residential structures that are tenant occupied rather than owner occupied and/or the structures are multi-family units. Per ODOT rules and regulations, landlords of these structures are seen as having a business, thus the maximum reestablishment expense of $10,000, search expense of $2,500 and an average for the removal of personal property in the amount of $1,500 is being presumed for this report. They are also eligible for economic loss and it is presumed that we will utilize a $5,000 cost for this purpose.
3.3(A) LOSS OF GOODWILL AND ECONOMIC LOSS
Loss of goodwill is addressed in section 163.14 of the Ohio Revised Code and is defined as the calculable benefits that accrue to a business as a result of its location, reputation for dependability, skill or quality, and any other circumstances that result in probable retention of old, or acquisition of, new patronage. Compensation for the Loss of Goodwill is capped at $10,000 by the Ohio Revised Code.
To be compensated for the Loss of Goodwill, the following must take place:
A. The entire business property must be taken. To meet this requirement, it is not necessary for the acquisition to be a “total take”, however, the portion of the real estate taken must
Opportunity Corridor Relocation Assistance Program Survey 5 have a significant adverse impact on the business, necessitating the entire business to relocate; B. The business owner must prove that the Loss of Goodwill was caused by the taking of the property; C. The business owner must prove that the Loss of Goodwill cannot be reasonably prevented by relocation of the business or by taking steps and adopting procedures that a reasonable prudent person would take and adopt in preserving Goodwill; D. In unique situations, a business does not have to reestablish in a new location to claim a Loss of Goodwill; however, to comply with the requirement of 6510.01(C), the business owner must prove that suitable relocation sites were not available; E. A business that operates only to rent or lease space at the displacement site is not eligible to claim Loss of Goodwill.
Though it is very difficult to claim and prove loss of goodwill, for the purpose of this report it will be presumed that each business owner that is not a landlord will qualify for the maximum payment of $10,000.
Economic Loss, addressed in Section 163.15(B)(3)(a) of the Ohio Revised Code, allows an owner of a displaced business to recover damages for the owner’s actual Economic Loss resulting from the displacement of the business. The Economic Loss is a loss of annualized net profit to the business during relocation. The amount of reimbursement for Economic Loss cannot exceed twelve months net profit of the business on an annualized basis. The maximum amount that a business may be reimbursed for Economic Loss will be based, in part, on the reduction of the net annual business profit, prorated on a daily basis, which occurred as a result of the relocation. The daily loss of profit will be applied against a prescribed time period.
To be reimbursed for Economic Loss, the following must occur:
A. The business must show a net profit for the tax year preceding the agency’s offer to purchase the property; B. The business owner must prove that the business sustained an Economic Loss and that the loss was as a result of the business relocation.
The period of time which is used to calculate the maximum amount that a business may be reimbursed for Economic Loss is dependent upon if the property is appropriated or not. A true tenant business would be dependent on the time frame they are required to move or evicted from the site.
If the acquisition is appropriated, the time period is based on the amount of time the owner of the Real Estate is allowed to consider the acquisition offer and is calculated as follows:
Twelve months (365 days) minus the time from the date the agency provides the Notice of Intent to Acquire and Good Faith Offer to the owner, to the date the agency deposits the value of the property with the court, but in no event shall the compensation time period be less than fifteen days. It is in the best interest of the acquiring agency to provide at least 12 months for businesses
Opportunity Corridor Relocation Assistance Program Survey 6 to consider an offer prior to filing for appropriation as it maxes the time period for calculating a payment to just 15 days.
If the Acquisition is not appropriated, the time period for which economic loss is calculated is 15 days.
There is no way to accurately calculate this payment without having income statements from each business owner as to what their net annual profits are. Profits could prorate to a range of dollars per day to hundreds per day. For the purpose of this report, $500.00/day will be assumed as well as a 15 day period for a total of $7,500.00.
3.4 FIELD SURVEY
The first step in determining what impacts may occur for this final alignment for the project would have on the surrounding community and the costs associated with them was to perform a visual survey (does not include interviews with owners or tenants) of the alternates to include Residential dwellings and businesses directly impacted by the alternates were identified and recorded. Property ownership information showing owner's name, address, permanent parcel number and other pertinent information about each impacted property was obtained from the Cuyahoga County Auditor’s and Recorder’s websites and online property information databases. The original report dated June 2010 was surveyed by Anna Lee Durastanti, Matt Starling, Paul Minello and Tracy Jones of ORC. As of May 2012 the final alignment was selected and ORC has been assigned to perform an update to this report and survey the final alignment dated September 15, 2012.
3.5 ESTIMATED ACQUISITION COSTS
Determining the acquisition costs of residential and commercial properties is one of the key components in understanding if comparable replacement properties exist on the market and if not, what actions would be required to provide replacements for displacees. Once the agency understands the values of the properties being acquired, they can then begin to formulate the impacts of relocation.
The information pertaining to the three (3) Sections will be analyzed and the analysis required is discussed in Available Replacements.
There is the potential for the acquisition of several commercial properties within this project. However, determining acquisition costs is not an important component in determining relocation issues with businesses. The discussion for displaced businesses will be limited to reviewing the ability for the business to relocate and continue to operate.
Property descriptions and details for both residential and commercial properties were researched and/or information was provided by HNTB along with the estimated acquisition costs provided by ORC’s Appraisal Department. Verification for accuracy was completed by Anna Lee
Opportunity Corridor Relocation Assistance Program Survey 7 Durastanti and Tracy Jones of ORC. Verification came primarily from the Cuyahoga County Auditor’s website and data obtained from Realtor.com, Collier’s International, Grubb & Ellis, Chartwell, Craig’s list, loopnet.com and CB Richard Ellis.
3.6 AVAILABLE HOUSING & COMMERCIAL
Based on the field survey, there will be owner occupied and tenant occupied residential relocations as well as commercial relocations that may occur. To ensure that an adequate supply of replacement properties is available to displacees, an analysis of the local market was conducted within an approximate 5 mile radius of the three (3) Sections.
At the time of the field survey, ORC identified over 200 viable replacement homes for sale, and some of those may be considered for rent. To explain further, many homes that spend several months on the market will continue to reduce the list price until they can’t reduce it any more without losing money. At that point, some will pull their homes off the market, but many others will consider renting or selling by land contract, especially in areas where the housing prices are considerably low as it is in the study area. This was verified through phone calls to sellers and discussions with local Realtors. Additionally, as time progresses leading up to the displacement, rental units will come and go. However, there is usually a steady supply of rental units available around the city at any given time. Though there are numerous residential displacements in the West Section, we do not see any issues with finding replacements for the displacees.
Information about available replacement housing for the owner occupied structures was obtained from Realtor.com, Re-max, Realty One, Wiechert Realty and Craig’s List. In addition, information about available rental replacement properties was found in the Cleveland Plain Dealer during the month of August and September 2012. The tables below encompass the areas known as Slavic Village, Kinsman, Buckeye, Fairfax and University Circle and have been compiled by zip codes. The information is summarized in Tables 1-6 below:
TABLE 1 – AVAILABLE RESIDENTIAL PROPERTIES (44103 ZIP CODE)
Number of Available Properties List Price 10 $0.00 - $9,999 7 $10,000 - $20,000 4 $20,001 – $30,000 6 $30,001 - $40,000 2 $40,001 - $50,000 1 $50,001 - $60,000 5 $60,001 - $70,000 0 $70,001 - $80,000 1 $80,001 - $90,000 1 $90,001 - $100,000
Opportunity Corridor Relocation Assistance Program Survey 8
TABLE 2– AVAILABLE RESIDENTIAL PROPERTIES (44104 ZIP CODE)
Number of Available Properties List Price 7 $0.00 - $9,999 6 $10,000 - $20,000 8 $20,001 – $30,000 5 $30,001 - $40,000 1 $40,001 - $50,000 0 $50,001 - $60,000 2 $60,001 - $70,000 0 $70,001 - $80,000 0 $80,001 - $90,000 1 $90,001 - $100,000
TABLE 3– AVAILABLE RESIDENTIAL PROPERTIES (44105 ZIP CODE)
Number of Available Properties List Price 24 $0.00 - $9,999 28 $10,000 - $20,000 24 $20,001 – $30,000 16 $30,001 - $40,000 13 $40,001 - $50,000 14 $50,001 - $60,000 7 $60,001 - $70,000 6 $70,001 - $80,000 3 $80,001 - $90,000 2 $90,001 - $100,000
TABLE 4– AVAILABLE RESIDENTIAL PROPERTIES (44106 ZIP CODE)
Number of Available Properties List Price 4 $0.00 - $9,999 6 $10,000 - $20,000 0 $20,001 – $30,000 1 $30,001 - $40,000 1 $40,001 - $50,000 2 $50,001 - $60,000 4 $60,001 - $70,000 6 $70,001 - $80,000 2 $80,001 - $90,000 1 $90,001 - $100,000
Opportunity Corridor Relocation Assistance Program Survey 9 TABLE 5 – AVAILABLE RESIDENTIAL PROPERTIES (44127 ZIP CODE)
Number of Available Properties List Price 5 $0.00 - $9,999 6 $10,000 - $20,000 2 $20,001 – $30,000 3 $30,001 - $40,000 3 $40,001 - $50,000 3 $50,001 - $60,000 4 $60,001 - $70,000 1 $70,001 - $80,000 0 $80,001 - $90,000 0 $90,001 - $100,000
To ensure that an adequate supply of replacement rental properties are available for the tenant occupants that may be displaced by this project, an analysis of the rental market was conducted in the general area (5 mile radius). Considering the real estate activity in this area, availability and rental rates are expected to remain stable and consistent throughout the project timeline. The information covering available rental housing replacement properties was found in the Cleveland Plain Dealer during the month of August and September 2012 and is summarized in the following table:
TABLE 6– AVAILABLE RESIDENTIAL RENTAL PROPERTIES
Number of Available Properties Monthly Rental Rates 5 $250 - $350 16 $351 - $450 46 $451 - $550 64 $551 - $650 67 $651 - $850 48 $851 - Plus
Information about available replacement commercial structures was obtained from Collier’s International, Grubb & Ellis, Chartwell, Craig’s list, loopnet.com , Showcase.com, CB Richard Ellis, the Cleveland Plain Dealer along with a visual inspection performed while driving the vicinity during the month of August and September 2012. The type of properties that have been included are Office Building, Retail, Retail with walk-up apartments, Industrial & Warehouses and the zip codes searched are 44103, 44105, 44106 & 44127. The commercial sales information is summarized in Table 7 on page 11 and commercial lease information is summarized in Table 8 on page 11.
Opportunity Corridor Relocation Assistance Program Survey 10 TABLE 7 – AVAILABLE COMMERCIAL SALES
Number of Available Properties List Price 5 $50,000 - $100,000 9 $100,001 – $150,000 3 $150,001 - $200,000 2 $200,001 - $250,000 3 $250,001 -$350,000 3 $350,001 - $450,000 8 $450,000 - $550,000 9 $550,001 - $650,000 4 $650,001 - $750,000 5 $750,001 - $850,000 1 $850,001 - $950,000 18 $950,000 plus
TABLE 8– AVAILABLE COMMERCIAL LEASES
Number of Available Properties Lease Price 4 $600 - $800 0 $801 - $1,000 0 $1,001 – $1,200 0 $1,201 – $1,400 1 $1,401 - $1,600 0 $1,601 - $1,800 0 $1,801 - $2,000 5 $2,001 - $3,000 23 $3,001 - Plus
Though the search area for replacements encompassed a 5 mile radius of the three (3) Sections and focused mainly on replacement buildings for sale and lease, there are several vacant land sites that could be considered for new construction. Additionally, moving outside the 5 mile radius within the City of Cleveland reveals numerous other commercial structures for sale or lease and vacant land for sale.
Opportunity Corridor Relocation Assistance Program Survey 11 4.0 FINAL SELECTION ANALYSIS The following is the Sections that have been identified as the final alignment for Opportunity Corridor’s:
West Section - East 55th Street to East 75th Street: This section runs north of Francis Avenue and runs south of the railroad to East 75th Street. Central Section - East 75th Street to Quincy Avenue: This section runs from East 75th Street along Rawlings Avenue pass Evarts Road, Buckeye Road, East 89th and East 93rd to Quincy Avenue. East Section - Quincy Avenue to Cedar Avenue: This section runs from Quincy Avenue along E. 105th Street to Cedar Road with impacts on the east side of 105th Street.
The following is an analysis of the estimated potential displacements including owners, tenants, landlords and businesses.
West Section Central Section East Section Residential Business Landlord Residential Business Landlord Residential Business Landlord
56 3 23 11 13 3 9 3 3
4.1 No Build Option-With any project, there is always the possibility that the feasibility will be cost prohibitive and not require the project to proceed.
Opportunity Corridor Relocation Assistance Program Survey 12 TABLE 9- ESTIMATED RELOCATIONS & COSTS FOR FINAL ALIGNMENT
Item Item Number Item Amount Totals Residential Owner Occupants 34 $35,000 $1,190,000 Increased Interest & Incidentals 34 $12,500 $425,000 Tenant Occupants 40 $11,500 $460,000 Move Costs 74 $4,500 $333,000 Commercial 48 (29*) Reestablishment 44 $10,000 $ 440,000 Search 44 $2,500 $ 110,000 In Lieu Of 4 $20,000 $ 80,000 Economic Loss 44 $7,500 $ 330,000 Loss of Goodwill 13 $10,000 $ 130,000 Move Costs ** 44 $82,500 $ 3,630,000 TOTAL $ 7,128,000
* Represents Residential and Commercial Landlords ** Move Cost is a combination of the business move estimates with the average Landlord Move cost
Opportunity Corridor Relocation Assistance Program Survey 13 FIGURES 1-4: FINAL ALIGNMENT MAP OVERLAYS
Figure 1
Figure 2
Opportunity Corridor Relocation Assistance Program Survey 14 Figure 3
Figure 4
Opportunity Corridor Relocation Assistance Program Survey 15 RESIDENTIAL Count of Type of Estimated Residential ID # Address PPN Lot Size Owner Note # of EE’s Property Relocation
2904 E. 57th, 2 family 2 story Owner - 1 40x100 = 1 Cleveland, 12502141 built 1900 Jennifer E Reid Tenant - 1 4,000 sf Ohio 44127 1,784sf Landlord - 1 (Site/Mail)
2908 E. 57th, 2 family 2 story Owner - 1 40 x 100 = Julissa & Jaview 2 Cleveland, 12502140 built 1900 Tenant - 1 4,000 sf Gonzalez Ohio 44127 1,713sf Landlord - 1 (site/mail) 2912 E 57th, Cleveland, 1 family 2 story Ohio 44127 built 1910 Owner - 1 (Site) Mail 40x100 2,014sf two 3 12502139 Markita Gardener Tenant - 1 2500 4,000 sf family dwelling Landlord - 1 Westfield per auditor Drive, card Elgin, IL 60124
2924 E 57th, Cleveland, Ohio 44127 Field Inspection Single Family Boarded no (Site) Mail 40 x 100 indicated 4 12502136 1.5 story built Donny R. Neace consideration 9711 4,000 sf property was 1900 1,728sf given Larnder boarded/vacant Ave., Cleveland, Ohio 44102
5609 Francis Single Family Ave., 33.3x90 Kenneth G. & Alice 5 12502145 1.5 story built Owner - 1 Cleveland, 2,970 sf C. Biennas 1920 1,3325sf Ohio 44127 (Site/Mail) 2 family 5615 Bower residential Ave., dwelling 1.5 Owner - 1 35x100 6 Cleveland, 12502051 story built in Lita J. Brzoska Tenant - 1 3,500 sf Ohio 44127 1900 Landlord - 1 (Site/Mail) containing 1,384sf 2 family 5703 Bower residential Ave., dwelling 1.5 Owner - 1 40x100 7 Cleveland, 12502052 story built in Antonette M. Bina Tenant - 1 4,000 sf Ohio 44127 1900 Landlord - 1 (Site/Mail) containing 1,541sf
Opportunity Corridor Relocation Assistance Program Survey 16 1 family Homeventures Inc. 5711 Bower residential C/O Michael E. Field Inspection No occupants Ave., dwelling 1.5 35x100 Washinka 19670 indicated no 8 Cleveland, 12502054 story built in 3,500 sf S. Sagamore property was consideration Ohio 44127 1900 Road, Fairview boarded/vacant given (Site Only) containing Park, Ohio 44126 2,040sf 1 family residential 5809 Bower dwelling 2 Ave., 40x100 9 12502057 story built in Kim Green Owner - 1 Cleveland, 4,000 sf 1900 Ohio 44127 containing 1,384sf
2909 E auditors card 57th, states Owner - 1 40x100 10 Cleveland, 12502098 2 family 2 story Beatris Gonzalez Tenant - 1 4,000 sf Ohio 44127 built 1900 Landlord - 1 (Site/Mail) 1,784sf
2913 E 57th, 1 family 2 story 40x100 11 Cleveland, 12502099 built 1900 Marlene Chimileski Owner - 1 4,000 sf Ohio 44127 1,560sf (Site/Mail)
2915 E 57th, 1 family 1.5 40x100 Deborah A. & 12 Cleveland, 12502100 story built 1900 Owner - 1 4,000 sf Kenneth Kotmel Ohio 44127 1,698sf (Site/Mail)
2919 E 57th, 2 family 2 story Owner - 1 40x100 Norbert J. and 13 Cleveland, 12502101 built 1910 Tenant - 1 4,000 sf Mary A. Kelsey Ohio 44127 1,792f Landlord - 1 Site/Mailing 2925 E 57th, Cleveland, Ohio 44127 (Site) Mail 1 family 1.5 40x100 Tenant - 1 14 to 6493 12502102 story built 1900 Chester A. Telesz 4,000 sf Landlord - 1 Evergreen 1,488sf Drive Independen ce Ohio 44131
Opportunity Corridor Relocation Assistance Program Survey 17 Business was 5705 named Francis Northeast video Ave., but the SOS Cleveland, Owner - 1 page shows Ohio 44127 Building listed that the (Site) Mail General retail also in 58 front business has 15 to R & MG 12502104 with walk up Mariann G. James Organizations 2,900 sf been cancelled, James apartments and given however the 5703 consideration business does Francis Ave there. appear to be #5 operating as a Cleveland lottery & Ohio 44127 convenience
5707 Francis Field Inspection partially 2 family 2 story Ave., 58x50 indicated boarded no 16 12502156 built 1910 Marianne S. Talley Cleveland, 2,900 sf property was consideration 1,626sf Ohio 44127 boarded/vacant given (Site/Mail)
5713 Francis 2 family 2 story Owner - 1 Ave., 45x90 17 12502146 built 1910 Rev Leo Telesz Tenant - 1 Cleveland, 4,050 sf 2,344sf Landlord -1 Ohio 44127 (Site/Mail)
5805 Francis Ave., Cleveland, Retail appears Ohio 44127 boarded up but 55 front General retail Tenant - 1 18 Mailing 12502147 Timothy Majkrazak walk up 4,950 sf with walk up Landlord - 1 11669 appears to have Harrow occupants Place Noth Royalton Ohio 44133 2930 E 59th, Cleveland, Ohio 44127 (Site) Mail Field Inspection 1 family 2 story Cleveland Housing No to 40x100 indicated 19 12502093 built 1900 Network Ltd Part consideration CHN/2999 4,000 sf property was 1,344sf Xv given Payne Ave, boarded/vacant Suite 306,Clevela nd Ohio 44114 2922 E 59th, 1 family 1.5 40x100 20 Cleveland, 12502094 story built 1900 Wevette D. Walton Owner - 1 4,000 sf Ohio 44127 1,267sf (Site/Mail)
Opportunity Corridor Relocation Assistance Program Survey 18 2918 E 59th, Cleveland, Ohio 44127 Field Inspection 2 family 2 story No (Site) Mail 40x100 indicated 21 12502095 built 1900 Natelie Woodward consideration 13607 4,000 sf property was 2,080sf given South view boarded/vacant Ave, Cleveland, Ohio 44120 2912 E 59th, Cleveland, Ohio 44127 Auditors card (Site) Mail 40x100 states -1 family 22 CORELOGI 12502096 Edmond Davis Jr. Owner - 1 4,000 sf 2 story built C, 2500 1900 1772sf WESTFIEL D DR, ELGIN, IL 60124 2908 E 59th, Cleveland, Ohio 44127 (Site) Mail 2 family 2 story 40x100 Susan M. Tenants - 2 23 24498 12502097 built 1910 4,000 sf Archeneaux Landlord - 1 Nobottom 1,662sf Rd, Olmsted Twp. Ohio 44138 2 family 5710 Bower residential Ave., dwelling 2 Owner - 1 40x 80 24 Cleveland, 12502044 story built in Ronald Taupiek Tenant - 1 3,200 sf Ohio 44127 1900 Landlord - 1 (Site/Mail) containing 1,848sf 5802 Bower Ave., 1 family Cleveland, residential Ohio 44127 dwelling 1.5 40x 80 Rickie & Ronnie Tenant - 1 25 (Site) 12502043 story built in 3,200 sf Miller Landlord - 1 Mailing is to 1910 the site in containing care of 1,141sf Margaret 2 family 5806 Bower residential Ave., dwelling 2 Owner - 1 40x 80 Andre B. 26 Cleveland, 12502042 story built in Tenant - 1 3,200 sf Chapman Ohio 44127 1900 Landlord - 1 (Site/Mail) containing 1,512sf
Opportunity Corridor Relocation Assistance Program Survey 19 6011 Butler Ave., Cleveland, 1 family Ohio 44127 residential (Site) dwelling 2 Mailing to 131.1x144 Tenant - 1 27 12501001 story built in Carl Wallace Jr. Carl 14,400 sf Landlord - 1 1920 Wallace Jr. containing 6233 Hinde 1,722sf Ave., Cleveland, Ohio 44127 1 family 6103 Butler residential Ave., dwelling 1.5 30x100 28 Cleveland, 12501053 story built in Jackie L. Simmons Owner - 1 3,000 sf Ohio 44127 1920 (Site/Mail) containing 1,248sf 6109 Butler Ave., Cleveland, Ohio 44127 2 family (Site) residential Mailing to dwelling 2 30x100 Kerper Home Tenants - 2 29 Kerper 12501051 story built in 3,000 sf Heating Landlord - 1 Home 1917 Heating containing P.O. Box 1,476sf 110326 Cleveland Ohio 44111 1 family 6111 Butler residential Ave., dwelling 2 30x100 30 Cleveland, 12501050 story built in Joyce M. Hairston Owner - 1 3,000 sf Ohio 44127 1917 (Site/Mail) containing 1,476sf 1 family 6119 Butler residential Ave., dwelling 1.5 30x100 31 Cleveland, 12501048 story built in James E. Dotson Owner - 1 3,000 sf Ohio 44127 1920 (Site/Mail) containing 902sf 6121 Butler Ave., Cleveland, 1 family Ohio 44127 residential (Site) Mail dwelling 1.5 to Rodney 30x100 Rodney and Vivian Tenant - 1 32 12501047 story built in & Vivian 3,000 sf Reynolds Landlord - 1 1920 Reynolds, containing 2488 E 82 880sf ST, Cleveland, OH 44104
Opportunity Corridor Relocation Assistance Program Survey 20 6201 Butler Ave., 1 family Cleveland, residential Ohio 44127 Field Inspection dwelling 2 No (Site) Mail 30x100 indicated 33 12501046 story built in Queenie Pollard consideration to 19505 3,000 sf property was 1920 given Pawnee boarded/vacant containing Ave., 1,307sf Cleveland, Ohio 44119
2863 E. 64th St., Cleveland, Ohio 44127 1 family (Site) Mail residential to CHN- dwelling 1.5 Cleveland 40x124 Cleveland Housing 34 12501041 story built in Tenant - 1 Housing 4,960 sf Network 1917 Network containing 2999 Payne 1,306sf Ave., Suite 306, Cleveland, Ohio 44114
6620 Berwick Road, 2 family Cleveland, residential Ohio 44104 dwelling 2 40x200 Tenants - 2 35 (Site) Mail 12517003 story built in William Potts 8,000 sf Landlord - 1 to 3466 1900 Boring containing Road, 1,527sf Decatur, GA 30034
1 family 6611 residential Berwick dwelling 2 Road, 40x70 36 12517040 story built in Bessie Harris Owner - 1 Cleveland, 2,800 sf 1920 Ohio 44104 containing (Site/Mail) 1,344sf 1 family 6623 residential Berwick dwelling 2 Phillip Leonard Road, 33x80 37 12517038 story built in Jones & Gladys Owner - 1 Cleveland, 2,640 sf 1920 Lucille Love Ohio 44104 containing (Site/Mail) 1,427sf 2799 E. 68th St., 1 family 1 story Willie J. Wimbush 35x164 38 Cleveland, 12525024 built in 1900 and Venessa Owner - 1 5,740 sf Ohio 44104 880sf Wimbush (site/Mail)
Opportunity Corridor Relocation Assistance Program Survey 21 2795 E. 68th St., Cleveland, Ohio 44104 (site) Mail Ivory Jackson 5/6 2 family 2 story to Ivory 35x155 and Tenants - 2 39 12525023 built in 1900 Jackson 5,425 sf Teresa Jackson Landlord - 1 1808sf 4148 E 1/30 144th Cleveland, Ohio 44128-1822 6815 Colfax, 2 family 2 story Owner - 1 50x125 40 Cleveland, 12525003 built in 1900 Crowell Rozell Tenant - 1 6,250 sf Ohio 44104 1082sf Landlord - 1 (site/mail) 2871 E 64 St., 1 family 2 40 X 124 Duane Donovan 41 Cleveland, 12501039 Story built in Owner - 1 4,960 sf and Joy Mechling Ohio 44127 1995 1,296sf (site/mail) 2875 E 64 St., Cleveland, Ohio 44127 (site) 2 family 2 story Mailing 40 X 124 Tenant - 2 42 12501038 built 1917 Irene Bruckner 5530 4,960 sf Landlord - 1 2269 sf Abraham Avenue, Cleveland, Ohio 44130 2772 E. 73 St., Cleveland, Ohio, 44104 (site) Mail to 2 family 2 story Cleveland 50 X 149 built in 1900 Cleveland Housing 43 Housing 12424018 Tenants - 1 7,450 sf containing Network Network, 1908sf 2999 Payne Ave., Suite 306, Cleveland, Ohio 44114
Opportunity Corridor Relocation Assistance Program Survey 22 2773 E. 73 St., Cleveland, Ohio, 44104 (site) 1 family 1.5 mail Penny story built in Wise Trust 50 X 149 Mid-Ohio Tenants - 1 44 12424021 1900 Mid-Ohio 7,450 sf Securities Landlord - 1 containing Securities, 1224sf PO Box 6301 Cleveland, Ohio 44101 2777 E. 73 St., Cleveland, Ohio, 44104 (site) mail Mt 1 family 2 story Field Inspection Pleasant No 50 X 149 buit in 1995 Pleasant indicated 45 Now Devl 12424022 consideration 7,450 sf containing Properties, LP property was Corp., given 1436sf boarded/vacant 13815 Kinsman Road, Cleveland, Ohio 44120 2783 E. 73 St., Cleveland, Ohio, 44104 (site) mail Mt. 1 family 2 story Pleasant 50 X 149 built in 1995 Pleasant Tenant - 1 46 12424023 Now Devl. 7,450 sf containing Properties, LP Landlord - 1 Corp. 1436sf 13815 Kinsman Road, Cleveland, Ohio 44120
2684 Grand 2 family 2 story Field Inspection Ave., No 27 X 125 built in 1900 indicated 47 Cleveland, 12620014 Joseph Lonardo consideration 3,375 sf containing property was Ohio 44104 given 1568sf boarded/vacant (site/mail)
2680 Grand 2 family 2 story Ave., Owner - 1 27 X 125 built in 1900 48 Cleveland, 12620013 Twilla M. Hughley Tenant - 1 3,375 sf containing Ohio 44107 Landlord - 1 1568sf (site/mail)
Opportunity Corridor Relocation Assistance Program Survey 23 2706 Tennyson Field Inspection 2 family 2 story No Ave, 40x125 = Estate of James indicated 49 12622070 built 1900 consideration Cleveland 5,000 sf Rose property was 1,554sf given Ohio 44104 boarded/vacant (site/mail)
2701 Tennyson Ave., Cleveland, Ohio 44104 (site) mailing 1 family 2 story America 40x125 = built in 1890 50 Tax 12622053 Robert Townsend Owner - 1 5,000 sf containing Services 1552sf Corp., 1757 Taop Canyon Rd., STE 300, Simi Valley, CA 93063
2697 Tennyson Ave., Cleveland, 3 family 2 story Ohio 44104 40x125 = built in 1890 Tenant - 3 51 12622054 John Gianguzzo (site) mail 5,000 sf containing Landlord -1 4410 Perry 1656sf Cir, Seven Hills, Ohio 44131 2669 Buckeye Road, Cleveland, Ohio 44104 (site per 1 family 2 story auditor 40x 125 = built in 1910 52 12622006 Joyce Butler Owner - 1 card) 5,000 sf containing mailing 1174 sf 2669 Grand Ave., Cleveland, Ohio 44104 2683 E 89 St., Cleveland, Ohio 44104 (site) Field Inspection City of Cleveland No Mailing 601 indicated 53 12613016 5100 sf Land Reutilization consideration Lakeside property was Program given Avenue, boarded/vacant Room 325, Cleveland, Ohio 44114
Opportunity Corridor Relocation Assistance Program Survey 24 2620 E 89 St., Cleveland, 2 family 1.5 Ohio 44104 Field Inspection story built in No (site) mail 32 X 150 AEON Financial indicated 54 12613012 1915 consideration 223 S. 4,800 sf LLC property was containing given Wacker Dr., boarded/vacant 1540sf 5210, Chicago, IL 60606
2792 E 73 St., Cleveland, Ohio 44104 (site) Mail 1 family 1 story This bldg. was City of Cleveland No 601 40 X 149 built 1900 removed since 55 12424013 Land Reutilization consideration Lakeside 5,960 sf containing 776 last field Program given Ave, Room sf inspection 325, Cleveland, Ohio 44114
7521 Rawlings 1 family 1.5 Ave., 25 X 150= story built 1900 56 12428055 Cora Thompson Owner - 1 Cleveland, 3,750 sf containing Ohio 44104 1302sf (site/mail) 7617 Rawlings Ave., Cleveland, Ohio 44104 (site) mail 1 family 2 story Field Inspection Mt Pleasant No 40 X 150 built 1995 Pleasant indicated 57 Now Devl. 12428061 consideration 6,000 sf containing Properties, LP property was Corp, given 1360sf boarded/vacant 13815 Kinsman Road, Cleveland, Ohio 44120 7715 2 family 1.5 Rawlings 63.6 X story built in Owner -1 Ave., 58 12428066 150 1910 Emma L. Barnes Tenant -1 Cleveland, 3,900 sf containing Landlord -1 Ohio 44104 1392sf (site/mail)
2801 E 79 1 family 2 story St., 26.6 front built in 1900 Rodney Carter, 59 Cleveland, 12627010 Owner - 1 4,320 sf containing etal Ohio 44104 2,420SF (site/mail)
Opportunity Corridor Relocation Assistance Program Survey 25 10303 Quebec 1 family 2 story Ave., 27 X 85 built 1920 B S Thomas and B 60 12119054 Owner - 1 Cleveland, 2,295 sf containing S Thomas Jr Ohio 44106 1296 sf (mail/site)
2308 105th Street 1 family 1 story 33.2x120= Minnie Lee 61 Cleveland 12119060 built 1959 Owner - 1 3,960 sf Kirkman Ohio 44106 1056sf (Site/Mail)
2298 105th Street 1 family 1.5 33.2x120= 62 Cleveland 12119063 story built 1910 Lillian Oliver Owner - 1 3,960 sf Ohio 44106 1631sf (Site/Mail) 2249 E. 105th St, Tenants - 2 General Retail Cleveland, 73 x 72 PNG Landlord 1 63 12120047 with walk up Jerry SAA 3 OH 5,270 sf Supermarket Business -1 apts. 44106(site/ (In Lieu) mail)
2207 E. 105th St, Cleveland, OH 44106(site) 2 family 2 story Owner - 1 26x128= 64 mail to 12120056 built 1900 Kimberly Tolliver Tenant -1 3,328 sf CORELOGI 2,170sf Landlord - 1 C, 2500 Westfield DR, Elgin, IL 60124
2199 E. 105th St, Cleveland, OH 44106 TAX MAILING 2 family 2 story 40x128= Tenant - 2 65 ADDRESS 12120059 year not listed Rosie White 5,120 sf Landlord - 1 3025 built 2,256sf Beckett Road, Cleveland, Ohio 44120-2709
Opportunity Corridor Relocation Assistance Program Survey 26 2784 E. 75th St., Cleveland, No residential Ohio 44104 field Inspection consideration (site) mail indicated 2nd given. Building General retail to 3361 50 front floor but listed in 82 1244050 with walk up Tuzzan Limited Euclid total 3,200 possible Organizations apartments Heights business on first and given Blvd., floor consideration Cleveland there. Heights, Ohio 44118
ORGANIZATIONS
ID Type of Estimated # Count/Type Address PPN Lot Size Owner Note # Property of EE’s of Relocation
2925-2937 E 55 ST., JBI Salvage 66 Cleveland, 12502002 370x151.8 Yard Scrap Immo Realty, LLC JBI Scrap Yard 10 1 business Ohio 44127 Metal (Site/Mail)
5705 Francis General Retail Ace., 58 front Marianne G. James 1 business (In 15 12502104 with walk-up Cleveland, 2,900 sf (Northeast Video) Lieu) apartments Ohio 44104 8107 Grand Ave and No data some parts 2685 E. 12626015 available Manufacturing POISE appear to be No torn down and 67 79th, and on & Assembly ENTERTAINMENT consideration Cleveland 12626001 auditors (Light) EDUCATION property not in given use Ohio 44104 site (SITE) 2742 Grand Ave, Cleveland Ohio 44104 Food/Drink (SITE) Mail and processing 68 12620022 40,885sf Paris Foods 4 1 business to 1632 plant and Carmen storage Street Camden NJ 08105-1705 2770 Grand Ave, Cleveland Ohio 44104 8 (SITE) Mail 230.6 Manufacturing (per email 69 to Amclo 12620042 front total and assembly City of Cleveland Amclo from 1 business Group Inc at 25,504 Light Stephanie Howse) 2750 Grand Ave Cleveland Ohio 44104-
Opportunity Corridor Relocation Assistance Program Survey 27 3160
2742 Grand Ave, Cleveland Food/Drink 1369 front Ohio 44104 and processing 70 12620024 total Brandon Hironen 1 business (site) mail plant and 24,494sf 2742 Evins, storage Cleveland, Ohio 44104 2742 Grand Ave, Cleveland Ohio 44104 144.8 front Food/Drink and F & P Produce (Final combined with 71 (site) Mail 12620021 total processing plant Cut) above 8630 Evins 40,903sf and storage Ave., Cleveland, Ohio 44104 2639 E 87 St., Cleveland, Ohio 44104 85 front Jerry Roman (Super (site) 8701 Auto Repair 72 12613026 total Service/ Peacock 2 business Buckeye Rd, Garage 5,100sf Autobody) Rear Unit, Cleveland, Ohio 44104 2622 Woodland Ave Cleveland, Ohio 44105 (Site) mail to Commercial 188.8 Property No 5SAF-Frank Warehouse Frank A. Stefenek, appears to 73 12613035 front Total 0 consideration A. Stefenek (Gen under Trustee vacant Johns 23,040sf given P.O. Box 75,000SF) Lumber 520 Gates Mills, Ohio 44040-0520 Cleveland Ohio 44103
Opportunity Corridor Relocation Assistance Program Survey 28 Building looks like an old house no 8706 activity on the Woodland 45 front No commercial Frank A. Stefenek, outside Access 74 Ave, 12613005 total from Buckeye to 0 consideration warehouse Trustee Cleveland, 4,050sf 87 then down to given the end of the Ohio 44104 street. No access off woodland
8716 Woodland Ave, Cleveland 40 front Wilbert S & combined with 75 Ohio 44104 12613007 total apt 1 to 6 units 1 business Pearline Burks the one below (Site) Mail to 6,000sf 5954 Randy Rd. Bedford Ohio 44146 8800 Woodland 80 front Ave, total Cleveland 12613008 12,000sf Ohio 44104 and Wilbert S & combined with combined with 76 and Lodge Hall 2 (Site) Mail to 123-13- Pearline Burks the one above above 50front 26412 Tryon 010 total Road, 7,500sf Bedford, Ohio 44146
9005 Lumber yard There are two Woodland building buildings on 317 front Edward, Lois, Ave, supplies this parcel and 77 12608014 total Robert and Janice there is a lot of 27 1 business Cleveland (Bruder 83,200 Bruder building Ohio 44104 Building supplies stored (Site/Mai) Materials Inc.) in and around
2538 E 93rd Street, Cleveland COMMERCIAL Ohio 44104 175 x WAREHOUSE GREKOPFIXBUN CBF Industries 78 (Site) Mail to 12608031 335.1 = Republic 4 1 business (GEN-UNDER LLC 2550 E. 93rd 49,715 Storage Site 75 000 SF) Street Cleveland Ohio 44104
39.3 front Lumberyard Edward & Lois Nevada Ave., Combined with 78 12608071 total and building Bruder (CBF OH 44104 above 18,277 SF materials Industries)
Opportunity Corridor Relocation Assistance Program Survey 29 2525 E 93rd Street, Cleveland General Ohio 44104 330.2 No warehouse 79 (Site) Mai to 12610002 front total Jondavid Balunek Vacant consideration (gen under P.O. Box 72,000 given 75,000) 202 Centerville, TN 37033 9503 No Woodland informatio Manufacturing A lot of Ave, n CET Properties equipment 80 12610004 and assembly 30 1 business Cleveland available LLC stored outside light Ohio 44104 on Auditor of building (Site/Mail) Cards
DeNaro's Hand Wash Building 10500 271.6 is vacant does Quincy, front and not seem to be 81 12611006 Industrial JJC Miles Inc. 0 1 business Cleveland 174,240sf in business potentially 1 Ohio 44104 total personal property move
2784 E. 75th St., Cleveland, Ohio 44104 1 business also (site) mail to General retail 50 front residential was 82 3361 Euclid 1244050 with walk up Tuzzan Limited total 3,200 given no Heights apartments Blvd., consideration Cleveland Heights, Ohio 44118 2520 E 93rd Street, 121.9 Auto Repair 83 Cleveland 12608032 front total Joseph L. Grimes Joes Garage 2 1 Business (Joe's Garage) Ohio 44104 5,000 (Site/Mai) 2287 E. 105th St, Cleveland, OH 44106(site) mail to building under 50 front other LILLARD, construction 84 12120040 total commercial Anita M. Lillard appears to be a 2 1 business ANITA M., 5,750sf structures small storage 9507 facility BENHAM Ave, CLEVELAN D, OH 44105
Opportunity Corridor Relocation Assistance Program Survey 30 2265 E. 105 St., Cleveland, 69.6 front OH 44106 Auto Repair Gen'l Devel Ltd. 85 12120180 total 1 business (site) Mail Garage (Automotive Repair) PO Box 595, 3,433sf Wickliffe, Ohio 44092
2249 E. 1 business and 105th St, General Retail residential was Cleveland, PNG 63 12120047 with walk up Jerry SAA 3 given OH Supermarket apts. consideration 44106(site/ previously mail)
Faith
Based
Structure
Type of Estimated # Count/Type of ID # Address PPN Lot Size Owner Note Property of EE’s Relocation
8715 Buckeye 60 front Church Greater Greater Roman 87 Cleveland 12613022 total Public Worship 3 1 Business Roman Baptist Baptist Ohio 44105 6,900sf (Site/Mail)
Opportunity Corridor Relocation Assistance Program Survey 31 5.0 CONCLUSION
The three (3) Sections along the final alignment have been reviewed and the final estimated costs have been determined on Table 9 of page 13.
5.1 Impact Summary
The project as a whole is aimed at connecting I-490 to the east side neighborhoods including University Circle with a transportation infrastructure that will support the City of Cleveland’s revival and economic development of large tracts of vacant industrial and residential land within the eastern end of the City. The acquisition of right-of-way required and the associated relocation services is estimated to take no more than 24 months based on the assumptions presented in this report. At a minimum, residential property owners are required by law to be given at least a 90 day notice of an agency’s intention to have the property owner vacate the property. This 90 day notice cannot be given to an occupant until a determination offer has been presented.
In reality, many businesses will require a longer lead time to find or construct, move and reestablish at their new business location. It will be very important to plan to allow the business displacements more than 12 months to vacate. This will minimize economic loss payments significantly, if they are eligible for this payment.
In any case, none of the potential displacements should require more than 24 months in completing the relocation process. It is recommended that a priority list be established outlining the business and residential relocation parcels that will require the most time during the ROW process to avoid additional relocation costs.
5.2 Special Advisory Services
After further review it appears evident that there are minimal families with children (few swing sets or toys had been noted); several multi-family units have been identified; and no physically handicapped occupants in the study area were noted at this time. If during a pre-acquisition survey, a physically handicapped occupant is identified and displaced, cooperation between Federal, Local, and other State Agencies will be a must in order to facilitate an effective, timely, and efficient relocation. The utilization of the Last Resort Housing provision will be a tool to achieve this goal, giving the opportunity to make all available housing accessible. The different types and amounts of additional assistance required may be determined by the displacing agency at the time the pre-acquisition survey is completed.
Should any unusual conditions or problems arise, such as an occupant with a low income issues, then the use of the last resort housing provision to provide additional or alternative assistance will be utilized. Methods selected to provide last resort housing assistance should be cost effective, considering all elements that contribute to total program or project costs. The use of last resort housing will allow the displacing organization the opportunity to develop innovative solutions to difficult relocation problems. Also, should it be determined that a displacee wishes
Opportunity Corridor Relocation Assistance Program Survey 32 to utilize low income housing, during the relocation process this would be addressed and contact made with the appropriate agencies.
5.3 Effects on the Community
The area is primarily an urban/industrial setting with most residences concentrated near E. 55th Street on the West Section. There appears to be an adequate amount of available Decent, Safe and Sanitary housing throughout the project area and a number of vacant lots are available for new construction. The majority of residents should be able to stay in the area near shopping, schools, churches and other community facilities, if they choose.
Though there are a number of commercial displacements, there appears to be sufficient amounts of vacant structures and/or vacant land available to promote reestablishment at a new site. Again, there is a concern for the salvage yards that have been identified throughout the project. There is a potential inability to relocate within close proximity to their current locations. Any relocation of these types of operations will need to be coordinated with the City of Cleveland to lessen the impact that the planned improvement may have on these businesses.
In addition, the potential exists that some residents live in close proximity to their place of employment. Relocation of their residence or the business could affect their ability to access their work site. On the positive side, the area could see a transformation with new developments which would create additional employment opportunities within the immediate study area.
A maximum of one (1) churches may be affected, which could have a minimal impact on the immediate area. However, there are many vacant properties and land that could be utilized for this church to re-establish in the study area.
Travel patterns within the study area will likely change. However, access to community facilities such as recreation centers, shopping, schools, churches and hospitals will either be maintained or improved.
All research documentation compiled to complete this report will remain on file with ORC and is available upon request.
Opportunity Corridor Relocation Assistance Program Survey 33
PICTURES OF POTENTIALLY IMPACTED STRUCTURES
FINAL ALLIGNMENT RESIDENTIAL
Parcel 1- 2904 East 57th Street Parcel 2- 2908 East 57th Street
Parcel 3- 2912 East 57th Street Parcel 4- 2924 East 57th Street Considered Vacant
Parcel 5- 5609 Francis Avenue Parcel 6- 5615 Bower Avenue
Opportunity Corridor Relocation Assistance Program Survey 34
Parcel 7- 5703 Bower Avenue Parcel 8- 5711 Bower Avenue Considered Vacant
Parcel 9- 5809 Bower Avenue Parcel 10- 2909 East 57th Street
Parcel 11- 2913 East 57th Street Parcel 12- 2915 East 57th Street
Opportunity Corridor Relocation Assistance Program Survey 35
Parcel 13- 2919 East 57th Street Parcel 14- 2925 East 57th Street
Parcel 15- 5705 Francis Avenue Parcel 16- 5707 Francis Avenue Considered Vacant
Parcel 17- 5713 Francis Avenue Parcel 18- 5805 Francis Avenue
Opportunity Corridor Relocation Assistance Program Survey 36
Parcel 19- 2930 East 59th Street Parcel 20- 2922 East 59th Street Considered Vacant
Parcel 21- 2918 East 59th Street Parcel 22- 2912 East 59th Street Considered Vacant
Parcel 23- 2908 East 59th Street Parcel 24- 5710 Bower Avenue
Opportunity Corridor Relocation Assistance Program Survey 37
Parcel 25- 5802 Bower Avenue Parcel 26- 5806 Bower Avenue
Parcel 27- 6011 Butler Avenue Parcel 28- 6103 Butler Avenue
Parcel 29- 6109 Butler Avenue Parcel 30- 6111 Butler Avenue
Opportunity Corridor Relocation Assistance Program Survey 38
Parcel 31- 6119 Butler Avenue Parcel 32- 6121 Butler Avenue
Parcel 33- 6201 Butler Avenue Parcel 34- 2863 E. 64th Street Considered Vacant
Parcel 35- 6620 Berwick Road Parcel 35- 6620 Berwick Road
Opportunity Corridor Relocation Assistance Program Survey 39
Parcel 36- 6611 Berwick Road Parcel 37- 6623 Berwick Road
Parcel 38- 2799 East 68th Street Parcel 39- 2795 East 68th Street
Parcel 40- 6815 Colfax Road Parcel 41- 2871 E 64th Street
Opportunity Corridor Relocation Assistance Program Survey 40
Parcel 42- 2875 East 64th Street Parcel 43- 2772 East 73rd Street
Parcel 44- 2773 East 73rd Street Parcel 45- 2777 East 73rd Street Consider Vacant
Parcel 46- 2783 East 73rd Street Parcel 47- 2684 Grand Avenue Consider Vacant
Opportunity Corridor Relocation Assistance Program Survey 41
Parcel 48- 2680 Grand Avenue Parcel 49- 2706 Tennyson Road
Parcel 50- 2701 Tennyson Road Parcel 51- 2697 Tennyson Road
Parcel 52-2669 Grand Avenue Parcel 53- 2638 East 89th Street Consider Vacant
Opportunity Corridor Relocation Assistance Program Survey 42
Parcel 54- 2620 East 89th Street (Right) Consider Vacant
Parcel 56- 7521 Rawlings Avenue Parcel 57- 7617 Rawlings Avenue Consider Vacant
Parcel 58- 7715 Rawlings Avenue Parcel 59- 2801 East 79th Street
Opportunity Corridor Relocation Assistance Program Survey 43
Parcel 60- 10303 Quebec Avenue Parcel 61- 2308 East 105th Street
Parcel 62- 2298 East 105th Street Parcel 63- 2249 East 105th Street
Parcel 64- 2207 East 105th Street Parcel 65- 2199 East 105th Street
Opportunity Corridor Relocation Assistance Program Survey 44 FINAL ALLIGNMENT ORGANZATION
Parcel 66- 2925-2937 East 55th Street Parcel 15 – 5705 Francis Avenue
Parcel 67- 8107/ 2685 Grand/ East 79th Parcel 68- 2742 Grand Avenue Considered Vacant
Opportunity Corridor Relocation Assistance Program Survey 45
Parcel 69- 2770 Grand Avenue Parcel 70- 2742 Grand Avenue
Parcel 71- 2742 Grand Avenue Parcel 72- 2639 East 87th Street
Parcel 73/74- 2622/8706 Woodland Avenue Considered Vacant
Opportunity Corridor Relocation Assistance Program Survey 46
Parcel 75/76- 8716/8800 Woodlawn Avenue
Parcel 77- 9005 Woodland Avenue Parcel 77- 9005 Woodland Avenue
Parcel 78- 2538 East 93rd Street Parcel 78- Nevada Avenue
Opportunity Corridor Relocation Assistance Program Survey 47
Parcel 79- 2525 E. 93rd Street Parcel 80- 9503 Woodland Avenue Considered Vacant
Parcel 81- 10500 Quincy Avenue Parcel 82- 2784 East 75th Street No residential consideration given
Parcel 83- 2520 East 93rd Street Parcel 84- 2287 East 105th Street
Opportunity Corridor Relocation Assistance Program Survey 48
Parcel 85- 2265 East 105th Street Parcel 63- 2249 East 105th Street
FINAL ALLIGNMENT FAITH BASED STRUCTURE
Parcel 87 – 8715 Buckeye Road
Opportunity Corridor Relocation Assistance Program Survey 49 Qualitative Mobile Source Air Toxics (MSAT) Analysis Report
Opportunity Corridor Cuyahoga County, OH
Submitted to: Ohio Department of Transportation 5500 Transportation Blvd Garfield Heights, Ohio 44125
Submitted by: HNTB Ohio, Inc. 1100 Superior Avenue Suite 1330 Cleveland, Ohio 44114
November 2012 Opportunity Corridor i Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
EXECUTIVE SUMMARY
This report presents the mobile source air toxics (MSAT) analysis for the proposed Opportunity Corridor Preferred Alternative. The document presents background information on MSATs, the results of the qualitative analysis and serves as the supporting technical data for the Opportunity Corridor Environmental Impact Statement. The analysis follows the September, 2009, FHWA guidance for the analysis of mobile source air toxics (MSATs) in the National Environmental Policy Act (NEPA) process for highway projects. A Tier II Qualitative MSAT Analysis was prepared.
The approximately 3.0 mile long Opportunity Corridor project begins near I-490 at East 55th Street at the southwest and terminates along East 105th Street near US-322 (Chester Avenue) at the northeast. The proposed alignment parallels the existing railroad transportation corridor that contains the rail lines owned and operated by the NS and the GCRTA from East 55th Street to East 105th Street and then follows East 105th Street to the north. The study area consists of residential, commercial, industrial and recreational areas.
In this report, the FHWA and ODOT have provided a qualitative analysis of MSAT emissions relative to the Opportunity Corridor No-Build and Build alternatives. The FHWA and ODOT have acknowledged that the project may result in increased exposure to MSAT emissions in certain locations, although the concentrations and duration of exposures are uncertain, and because of this uncertainty, the health effects from these emissions cannot be reliably estimated. With either the No-Build or Build Alternatives, MSAT emissions in the study area will be substantially reduced in the future due to implementation of EPA's vehicle and fuel regulations.
Opportunity Corridor ii Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
Qualitative Mobile Source Air Toxics (MSAT) Analysis Report
Table of Contents
1.0 PROJECT DESCRIPTION ...... 1 2.0 PURPOSE OF THE REPORT ...... 2 3.0 MOBILE SOURCE AIR TOXICS (MSAT) ...... 2 3.1 MSAT Background ...... 2 3.2 NEPA Context ...... 4 3.3 MSAT Analysis Guidance ...... 5 3.3.1 Exempt Projects or Projects with No Meaningful Potential MSAT Effects ...... 5 3.3.2 Projects with Low Potential MSAT Effects ...... 5 3.3.3 Projects with Higher Potential MSAT Effects ...... 6 3.3.4 Opportunity Corridor ...... 6 4.0 TIER II QUALITATIVE MSAT ANALYSIS ...... 7 4.1 Incomplete Or Unavailable Information for Project-Specific MSAT Health Impacts Analysis ...... 8 5.0 CONCLUSION ...... 10 6.0 REFERENCES ...... 11
Tables Table 1 Projected Daily Vehicle Miles Travelled (VMT) In the Study Area ...... 7
Figures Figure 1 Project Location Map ...... 2 Figure 2 MSAT Trends ...... 4
Opportunity Corridor 1 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
Qualitative Mobile Source Air Toxics (MSAT) Analysis Report
1.0 PROJECT DESCRIPTION
The Opportunity Corridor project is located in the City of Cleveland, Cuyahoga, Ohio along the existing railroad transportation corridor that contains the rail lines owned and operated by Norfolk Southern (NS) and Greater Cleveland Regional Transit Authority (GCRTA) with the CSX mainline being the approximate eastern boundary of the study area. The purpose of the Opportunity Corridor project is to improve the transportation infrastructure, access, and mobility within a historically underserved, economically depressed area within the City of Cleveland. As part of this, the proposed project must support the City of Cleveland’s efforts to revive and redevelop large tracks of vacant residential and industrial land within the City of Cleveland’s southeast side.
The study area consists of residential, commercial, industrial and recreational areas. The zoning in the study area is extensively mixed, and land use varies from parcel to parcel. This area developed prior to the establishment of zoning codes resulting in residential properties being located immediately adjacent to industrial properties. Future development in the project study area will follow the City’s comprehensive plan, which is entitled Connecting Cleveland 2020 Citywide Plan.
The Ohio Department of Transportation (ODOT) and the Federal Highway Administration (FHWA), in coordination with the City of Cleveland are undertaking the Opportunity Corridor project using federal funds. There are no funds in place at this time for the completion of contract plans, real estate acquisition, utility relocation or construction. Funds are in place for completion of the next phase – contract plans for the Woodland Avenue to Chester Avenue section. Funds are also in place for a portion of the real estate acquisition within this section. ODOT is investigating both traditional and Public Private Partnership (P3) opportunities for the overall project as part of the financial plan.
The proposed transportation infrastructure improvements would begin near I-490 at East 55th Street at the southwest and terminate along East 105th Street north of US-322 (Chester Avenue) at the northeast as shown in Figure 1. The facility, as proposed, would be a multi- lane urban arterial boulevard with wide outside travel lanes for shared use with bicycle traffic. The proposed boulevard would also include a multi‐use path on the south side of the roadway and a sidewalk on the north side of the roadway. The proposed alignment is depressed under East 55th Street. As the project progresses to the east, the boulevard returns to existing street grade and includes signalization at major intersections. In addition to the grade separation at East 55th Street, grade separation structures are proposed for locations where the new roadway crosses the existing rail lines owned and operated by NS and GCRTA. Northeast of Kinsman Road, the mainline would be south of and parallel to Grand Avenue. At the intersection with East 79th Street, the mainline begins to turn to the northeast. From East 79th Street to Quincy Avenue, the boulevard parallels the GCRTA Red line/ NS Nickel Plate rail line trench to the north. Minor adjustments in direction occur at almost all intersections until just past East 93rd Street when the mainline begins a gradual turn to north so that it meets up with East 105th Street at Quebec Avenue. From Quebec Avenue to the northern terminus, East 105th Street would be generally widened along the existing alignment with variations to minimize impacts to adjacent buildings.
Opportunity Corridor 2 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
2.0 PURPOSE OF THE REPORT
This report presents the mobile source air toxics (MSAT) analysis for the proposed Opportunity Corridor Preferred Alternative. The document presents background information on MSATs, the results of the qualitative analysis and serves as the supporting technical data for the Opportunity Corridor Environmental Impact Statement.
Figure 1 Project Location Map
3.0 MOBILE SOURCE AIR TOXICS (MSAT)
“In addition to the criteria air pollutants for which there are the National Ambient Air Quality Standards, EPA also regulates air toxics. Most air toxics originate from human-made sources, including on-road mobile sources, non-road mobile sources (e.g., airplanes), area sources (e.g., dry cleaners) and stationary sources (e.g., factories or refineries).“1
3.1 MSAT Background
In September, 2009, FHWA issued updated guidance for the analysis of mobile source air toxics (MSATs) in the NEPA process for highway projects (Interim Guidance Update on Air
1 Cynthia J. Burbank Memorandum to Division Administrators, “Interim Guidance on Air Toxic Analysis in NEPA Documents”, Federal Highway Administration, February 3, 2006, Appendix C, first paragraph.
Opportunity Corridor 3 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
Toxic Analysis in NEPA Documents). The following language is taken verbatim from these guidance documents.2
“Controlling air toxic emissions became a national priority with the passage of the Clean Air Act Amendments (CAAA) of 1990, whereby Congress mandated that the U.S. Environmental Protection Agency (EPA) regulate 188 air toxics, also known as hazardous air pollutants. The EPA has assessed this expansive list in their latest rule on the Control of Hazardous Air Pollutants from Mobile Sources (Federal Register, Vol. 72, No. 37, page 8430, February 26, 2007) and identified a group of 93 compounds emitted from mobile sources that are listed in their Integrated Risk Information System (IRIS) (http://www.epa.gov/iris/). In addition, EPA identified seven compounds with significant contributions from mobile sources that are among the national and regional-scale cancer risk drivers from their 1999 National Air Toxics Assessment (NATA) (http://www.epa.gov/ttn/atw/nata1999/). These are acrolein, benzene, 1,3-butidiene, diesel particulate matter plus diesel exhaust organic gases (diesel PM), formaldehyde, naphthalene, and polycyclic organic matter. While FHWA considers these the priority mobile source air toxics, the list is subject to change and may be adjusted in consideration of future EPA rules.
“The 2007 EPA rule mentioned above requires controls that will dramatically decrease MSAT emissions through cleaner fuels and cleaner engines. According to an FHWA analysis using EPA’s MOBILE6.2 model, even if vehicle activity (vehicle-miles travelled, VMT) increases by 145 percent as assumed, a combined reduction of 72 percent in the total annual emission rate for the priority MSAT is projected from 1999 to 2050, as shown in [Figure 2].
“Air toxics analysis is a continuing area of research. While much work has been done to assess the overall health risk of air toxics, many questions remain unanswered. In particular, the tools and techniques for assessing project-specific health outcomes as a result of lifetime MSAT exposure remain limited. These limitations impede the ability to evaluate how the potential health risks posed by MSAT exposure should be factored into project-level decision- making within the context of the National Environmental Policy Act (NEPA).
“Nonetheless, air toxics concerns continue to be raised on highway projects during the NEPA process. Even as the science emerges, we are duly expected by the public and other agencies to address MSAT impacts in our environmental documents. The FHWA, EPA, the Health Effects Institute, and others have funded and conducted research studies to try to more clearly define potential risks from MSAT emissions associated with highway projects. The FHWA will continue to monitor the developing research in this emerging field.
2 April Marchese, “Interim Guidance Update on Mobile Source Air Toxic Analysis in NEPA Documents”, Memorandum, addressed to FHWA Division Administrators, September 30, 2009.
Opportunity Corridor 4 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
Figure 2 MSAT Trends
3.2 NEPA Context
“The NEPA requires, to the fullest extent possible, that the policies, regulations, and laws of the Federal Government be interpreted and administered in accordance with its environmental protection goals. The NEPA also requires Federal agencies to use an interdisciplinary approach in planning and decision-making for any action that adversely impacts the environment. The NEPA requires and FHWA is committed to the examination and avoidance
Opportunity Corridor 5 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report of potential impacts to the natural and human environment when considering approval of proposed transportation projects. In addition to evaluating the potential environmental effects, we must also take into account the need for safe and efficient transportation in reaching a decision that is in the best overall public interest. The FHWA policies and procedures for implementing NEPA is prescribed by regulation in 23 CFR § 771.”
3.3 MSAT Analysis Guidance
“The FHWA developed a tiered approach for analyzing MSAT in NEPA documents, depending on specific project circumstances. The FHWA has identified three levels of analysis:
(1) No analysis for projects with no potential for meaningful MSAT effects [Tier I]; (2) Qualitative analysis for projects with low potential MSAT effects [Tier II]; or (3) Quantitative analysis to differentiate alternatives for projects with higher potential MSAT effects [Tier III].”
3.3.1 Exempt Projects or Projects with No Meaningful Potential MSAT Effects
“The types of projects included in this category [Tier I] are:
Projects qualifying as a categorical exclusion under 23 CFR 771.117(c); Projects exempt under the Clean Air Act conformity rule under 40 CFR 93.126; or Other projects with no meaningful impacts on traffic volumes or vehicle mix.
“For projects that are categorically excluded under 23 CFR 771.117(c), or are exempt under the Clean Air Act pursuant to 40 CFR 93.126, no analysis or discussion of MSATs is necessary. Documentation sufficient to demonstrate that the project qualifies as a categorical exclusion and/or exempt project will suffice. Projects with no or negligible traffic impacts, regardless of the class of NEPA environmental document, no MSAT analysis is required. However, the project record should document the basis for the determination of “no meaningful potential impacts” with a brief description of the factors considered.”
3.3.2 Projects with Low Potential MSAT Effects
“The types of projects included in this category [Tier II] are those that serve to improve operations of highway, transit or freight without adding substantial new capacity or without creating a facility that is likely to meaningfully increase MSAT emissions. This category covers a broad range of projects.
“[It is anticipated] that most highway projects that need an MSAT assessment will fall into this category. Any projects not meeting the criteria in [Section 3.3.1] or [Section 3.3.3] as follows should be included in this category. Examples of these types of projects are minor widening projects; new interchanges, such as those that replace a signalized intersection on a surface street; or projects where design year traffic is projected to be less than 140,000 to 150,000 annual average daily traffic (AADT).
“For these projects, a qualitative assessment of emissions projections should be conducted. This qualitative assessment would compare, in narrative form, the expected effect of the project on traffic volumes, vehicle mix, or routing of traffic and the associated changes in
Opportunity Corridor 6 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
MSAT for the project alternatives, based on VMT, vehicle mix, and speed. It would also discuss national trend data projecting substantial overall reductions in emissions due to stricter engine and fuel regulations issued by EPA. Because the emission effects of these projects are low, we expect there would be no appreciable difference in overall MSAT emissions among the various alternatives. In addition, quantitative analysis of these types of projects will not yield credible results that are useful to project-level decision-making due to the limited capabilities of the transportation and emissions forecasting tools.”
3.3.3 Projects with Higher Potential MSAT Effects
“This category [Tier III] includes projects that have the potential for meaningful differences in MSAT emissions among project alternatives. A limited number of projects [are expected] to meet this two-pronged test. To fall into this category, a project must:
Create or significantly alter a major intermodal freight facility that has the potential to concentrate high levels of diesel particulate matter in a single location; or Create new or add significant capacity to urban highways such as interstates, urban arterials, or urban collector-distributor routes with traffic volumes where the AADT is projected to be in the range of 140,000 to 150,000, or greater, by the design year;
And also
Proposed to be located in proximity to populated areas.”
These projects would require a quantitative analysis of potential MSAT emissions for the seven priority MSATs for each alternative.
3.3.4 Opportunity Corridor
The approximately 3.0 mile long Opportunity Corridor project begins near I-490 at East 55th Street at the southwest and terminates along East 105th Street near US-322 (Chester Avenue) at the northeast. The proposed alignment parallels the existing railroad transportation corridor that contains the rail lines owned and operated by the NS and the GCRTA from East 55th Street to East 105th Street and then follows East 105th Street to the north. The study area consists of residential, commercial, industrial and recreational areas.
The Certified 2020 Design Year traffic ranges from 46,730 ADT at the western terminus to 15,000 ADT at the northern terminus. Therefore, since the projected traffic volumes are less than 140,000 ADT this project has a low potential to affect MSAT emissions and a Tier II qualitative analysis was prepared.
The existing (2010) and No-Build (2020) daily vehicle miles travelled (VMT) in the Opportunity Corridor study area were developed by creating a conservative network of roadways consisting of roads that intersected with the Opportunity Corridor or became part of the Opportunity Corridor. The length of these various roadway links ranged from 0.1 to 1.2 miles. The existing (2010) and No-Build (2020) ADT on these links were multiplied by the length to determine the VMT. The Build (2020) VMT was developed by adding Opportunity Corridor links to the existing and No-Build network and applying the Build (2020) ADT.
Opportunity Corridor 7 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
Table 1 Projected Daily Vehicle Miles Travelled (VMT) In the Study Area
Preferred Alternative % Change % Change % Change Existing No-Build Existing to No-Build to Existing to Existing New 2010 2020 Preferred Preferred No-Build Arterials Corridor 2020 2020 Alternative Alternative 69,369 85,818 76,271 74,179 -2.7% 203% 209% 155,187
Source: HNTB Ohio, Inc, November 2012.
4.0 TIER II QUALITATIVE MSAT ANALYSIS
“A qualitative analysis provides a basis for identifying and comparing the potential differences among MSAT emissions, if any, from the various alternatives. The qualitative assessment presented below is derived in part from a study conducted by the FHWA entitled A Methodology for Evaluating Mobile Source Air Toxic Emissions Among Transportation Project Alternatives, found at: www.fhwa.dot.gov/environment/air_quality/air_toxics/research/methodology/methodology00.cfm.”
The amount of MSATs emitted in the Opportunity Corridor study area would be proportional to the VMT, assuming that other variables such as fleet mix are the same for each alternative. As shown in Table 1, there will be reductions in VMT with the Build Alternative along the existing local arterials as the Opportunity Corridor provides a more direct route from I-490 to the developing areas along East 105th St. Table 1 also indicates the VMT within the new sections of the Opportunity Corridor, from I-490 to East 105th St. would increase. Regardless of the alternative chosen, emissions will likely be lower than present levels in the design year as a result of EPA's national control programs that are projected to reduce annual MSAT emissions by 72 percent from 1999 to 2050. Local conditions may differ from these national projections in terms of fleet mix and turnover, VMT growth rates, and local control measures. However, the magnitude of the EPA-projected reductions is so great (even after accounting for VMT growth) that MSAT emissions in the immediate study area are likely to be lower in the future in virtually all locations.
Under each alternative there may be localized areas where VMT would increase (e.g., along the Opportunity Corridor/East 105th St.) and other areas where VMT would decrease (e.g., East 55th St., Woodland Ave., portions of Kinsman Road and Quincy Ave). Therefore, it is possible that localized increases and decreases in MSAT emissions may occur. The localized increases in MSAT emissions would likely be most pronounced along the new roadway sections that would be built along the Opportunity Corridor from East 55th Street northeast to Quincy Avenue and along East 105th Street between Quincy Avenue and Chester Avenue. However, even if these increases do occur, they too will be substantially reduced in the future due to implementation of EPA's vehicle and fuel regulations.
In sum, under the Build Alternative in the design year it is expected there would be reduced MSAT emissions in the projects immediate study area, relative to the No Build Alternative, due to the reduced ADT on the existing local streets associated with more direct routing of the Opportunity Corridor, and due to EPA's MSAT reduction programs.
Opportunity Corridor 8 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
4.1 Incomplete Or Unavailable Information for Project-Specific MSAT Health Impacts Analysis
“In FHWA’s view, information is incomplete or unavailable to credibly predict the project- specific health impacts due to changes in MSAT emissions associated with a proposed set of highway alternatives. The outcome of such an assessment, adverse or not, would be influenced more by the uncertainty introduced into the process through assumption and speculation rather than any genuine insight into the actual health impacts directly attributable to MSAT exposure associated with a proposed action.
“The U.S. Environmental Protection Agency (EPA) is responsible for protecting the public health and welfare from any known or anticipated effect of an air pollutant. They are the lead authority for administering the Clean Air Act and its amendments and have specific statutory obligations with respect to hazardous air pollutants and MSAT. The EPA is in the continual process of assessing human health effects, exposures, and risks posed by air pollutants. They maintain the Integrated Risk Information System (IRIS), which is "a compilation of electronic reports on specific substances found in the environment and their potential to cause human health effects" (EPA, http://www.epa.gov/ncea/iris/index.html). Each report contains assessments of non-cancerous and cancerous effects for individual compounds and quantitative estimates of risk levels from lifetime oral and inhalation exposures with uncertainty spanning perhaps an order of magnitude.
“Other organizations are also active in the research and analyses of the human health effects of MSAT, including the Health Effects Institute (HEI). Two HEI studies are summarized in Appendix D of FHWA's Interim Guidance Update on Mobile source Air Toxic Analysis in NEPA Documents. Among the adverse health effects linked to MSAT compounds at high exposures are cancer in humans in occupational settings; cancer in animals; and irritation to the respiratory tract, including the exacerbation of asthma. Less obvious is the adverse human health effects of MSAT compounds at current environmental concentrations (HEI, http://pubs.healtheffects.org/view.php?id=282) or in the future as vehicle emissions substantially decrease (HEI, http://pubs.healtheffects.org/view.php?id=306).
“The methodologies for forecasting health impacts include emissions modeling; dispersion modeling; exposure modeling; and then final determination of health impacts - each step in the process building on the model predictions obtained in the previous step. All are encumbered by technical shortcomings or uncertain science that prevents a more complete differentiation of the MSAT health impacts among a set of project alternatives. These difficulties are magnified for lifetime (i.e., 70 year) assessments, particularly because unsupportable assumptions would have to be made regarding changes in travel patterns and vehicle technology (which affects emissions rates) over that time frame, since such information is unavailable. The results produced by the EPA's MOBILE6.2 model, the California EPA's Emfac2007 model, and the EPA's DraftMOVES2009 model in forecasting MSAT emissions are highly inconsistent. Indications from the development of the MOVES model are that MOBILE6.2 significantly underestimates diesel particulate matter (PM) emissions and significantly overestimates benzene emissions.
“Regarding air dispersion modeling, an extensive evaluation of EPA's guideline CAL3QHC model was conducted in an NCHRP study (http://www.epa.gov/scram001/dispersion_alt.htm#hyroad), which documents poor model
Opportunity Corridor 9 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report performance at ten sites across the country - three where intensive monitoring was conducted plus an additional seven with less intensive monitoring. The study indicates a bias of the CAL3QHC model to overestimate concentrations near highly congested intersections and underestimate concentrations near uncongested intersections. The consequence of this is a tendency to overstate the air quality benefits of mitigating congestion at intersections. Such poor model performance is less difficult to manage for demonstrating compliance with National Ambient Air Quality Standards for relatively short time frames than it is for forecasting individual exposure over an entire lifetime, especially given that some information needed for estimating 70-year lifetime exposure is unavailable. It is particularly difficult to reliably forecast MSAT exposure near roadways, and to determine the portion of time that people are actually exposed at a specific location.
“There are considerable uncertainties associated with the existing estimates of toxicity of the various MSAT, because of factors such as low-dose extrapolation and translation of occupational exposure data to the general population, a concern expressed by HEI (http://pubs.healtheffects.org/view.php?id=282 ). As a result, there is no national consensus on air dose-response values assumed to protect the public health and welfare for MSAT compounds, and in particular for diesel PM. The EPA (http://www.epa.gov/risk/basicinformation.htm#g ) and the HEI (http://pubs.healtheffects.org/getfile.php?u=395) have not established a basis for quantitative risk assessment of diesel PM in ambient settings.
“There is also the lack of a national consensus on an acceptable level of risk. The current context is the process used by the EPA as provided by the Clean Air Act to determine whether more stringent controls are required in order to provide an ample margin of safety to protect public health or to prevent an adverse environmental effect for industrial sources subject to the maximum achievable control technology standards, such as benzene emissions from refineries. The decision framework is a two-step process. The first step requires EPA to determine a "safe" or "acceptable" level of risk due to emissions from a source, which is generally no greater than approximately 100 in a million. Additional factors are considered in the second step, the goal of which is to maximize the number of people with risks less than 1 in a million due to emissions from a source. The results of this statutory two-step process do not guarantee that cancer risks from exposure to air toxics are less than 1 in a million;in some cases, the residual risk determination could result in maximum individual cancer risks that are as high as approximately 100 in a million. In a June 2008 decision, the U.S. Court of Appeals for the District of Columbia Circuit upheld EPA's approach to addressing risk in its two step decision framework. Information is incomplete or unavailable to establish that even the largest of highway projects would result in levels of risk greater than safe or acceptable.
“Because of the limitations in the methodologies for forecasting health impacts described, any predicted difference in health impacts between alternatives is likely to be much smaller than the uncertainties associated with predicting the impacts. Consequently, the results of such assessments would not be useful to decision makers, who would need to weigh this information against project benefits, such as reducing traffic congestion, accident rates, and fatalities plus improved access for emergency response, that are better suited for quantitative analysis.”
Opportunity Corridor 10 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
5.0 CONCLUSION
In this report, the FHWA and ODOT have provided a qualitative analysis of MSAT emissions relative to the Opportunity Corridor No-Build and Build alternatives. The FHWA and ODOT have acknowledged that the project may result in increased exposure to MSAT emissions in certain locations, although the concentrations and duration of exposures are uncertain, and because of this uncertainty, the health effects from these emissions cannot be reliably estimated. With either the No-Build or Build Alternatives, MSAT emissions in the study area will be substantially reduced in the future due to implementation of EPA's vehicle and fuel regulations.
Opportunity Corridor 11 Cleveland, Cuyahoga County, OH Ohio Department of Transportation Qualitative MSAT Analysis Report
6.0 REFERENCES
Burbank, Cynthia J., Memorandum to Division Administrators, “Interim Guidance on Air Toxic Analysis in NEPA Documents”, Federal Highway Administration, February 3, 2006.
Marchese, April, Memorandum to FHWA Division Administrators, “Interim Guidance Update on Mobile Source Air Toxic Analysis in NEPA Documents”, September 30, 2009.
Operational Analysis Technical Memorandum, PID 77333, Opportunity Corridor, Cuyahoga County, OH, HNTB Ohio, Inc., May 2012.
CO Hot-Spot (Microscale) Analysis Report
Opportunity Corridor Cuyahoga County, OH
Submitted to: Ohio Department of Transportation 5500 Transportation Blvd Garfield Heights, Ohio 44125
Submitted by: HNTB Ohio, Inc. 1100 Superior Avenue Suite 1330 Cleveland, Ohio 44114
November 2012 Opportunity Corridor i Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
EXECUTIVE SUMMARY
This report evaluates the potential air quality impacts of the proposed Preferred Alternative for the Opportunity Corridor. It was prepared in compliance with the Clean Air Act (CAA) and its amendments, related Federal regulations, Federal Highway Administration (FHWA) and Ohio Department of Transportation (ODOT) Guidance. The report presents a discussion on fine particulate matter (PM2.5), ozone and the carbon monoxide (CO) microscale analysis for the existing (2010) condition, the anticipated first year of operation (2020) for the No-Build and Build alternatives and compares the results to the National Ambient Air Quality Standards (NAAQS). The document serves as the supporting technical data for the Opportunity Corridor Environmental Impact Statement.
The approximately 3.0 mile long Opportunity Corridor project begins near I-490 at East 55th Street at the southwest and terminate along East 105th Street near US-322 (Chester Avenue) at the northeast. The proposed alignment parallels the existing railroad transportation corridor that contains the rail lines owned and operated by Norfolk Southern (NS) and Greater Cleveland Regional Transit Authority (GCRTA) with the CSX mainline being the approximate eastern boundary of the study area. The study area consists of residential, commercial, industrial and recreational areas.
Projects listed on the Statewide Transportation Improvement Program (STIP) and/or Transportation Improvement Program (TIP) are required to have Particulate Matter (PM2.5), ozone, and Carbon Monoxide (CO) pollutants addressed as part of the National Environmental Policy Act (NEPA) process.
Based upon a review of the project, the FHWA, United State Environmental Protection Agency (USEPA), ODOT, and Ohio Environmental Protection Agency (OEPA) have determined that the proposed Opportunity Project improvement project, PID 77333, “is not a project of air quality concern” under 40 CFR 93.123(b)(1). Therefore, a hot-spot analysis was not required since the Clean Air Act and 40 CFR 9.116 requirements were met without a hot-spot analysis.
Ozone is a regional issue and conformity is addressed through the approval of the STIP/TIP. The proposed Opportunity Corridor project, PID 77333, is included in the approved Northeast Ohio Areawide Coordinating Agency (NOACA) 2012-2015 TIP and Conformity Analysis.
The maximum 1-hour CO concentrations were 4.8 ppm for existing conditions (2010), 4.0 ppm for the 2020 No-Build, and 4.8 ppm for the 2020 Build condition. The maximum 8-hour CO concentrations were 2.5 ppm for existing conditions (2010), 2.1 ppm for the 2020 No-Build, and 2.4 ppm for the 2020 Build condition. None of these concentrations exceed either the 1- hour (35 ppm) or 8-hour (9 ppm) National Ambient Air Quality Standards (NAAQS).
Based on the air quality analysis completed for the proposed Opportunity Corridor improvement, this project will not contribute to any violation of the NAAQS.
Opportunity Corridor ii Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
CO Hot-spot (Microscale) Analysis Report
Table of Contents
1.0 PROJECT DESCRIPTION ...... 1 2.0 PURPOSE OF THE REPORT ...... 2 3.0 AIR QUALITY – BACKGROUND INFORMATION ...... 2 3.1 Criteria Pollutants ...... 2 3.1.1 Attainment Designation ...... 4 4.0 AIR QUALITY ANALYSES ...... 4
4.1 PM2.5 Determination ...... 5 4.2 Ozone Conformity ...... 5 4.3 CO Hot-Spot (Microscale) Analysis ...... 5 4.3.1 Methodology...... 6 4.3.2 Results ...... 9 5.0 CONSTRUCTION MITIGATION ...... 10 6.0 CONCLUSION ...... 10 7.0 REFERENCES ...... 11
Tables Table 1 National and Ohio Ambient Air Quality Standards (NAAQS) ...... 3 Table 2 Intersection Level of Service, Opening/Design Year 2020 ...... 6 Table 3 Microscale Air Quality Analysis Maximum CO Concentrations (ppm) ...... 9
Figures Figure 1 Project Location Map ...... 2 Figure 2 CO Hotspot Analysis ...... 8
Appendix
Appendix A – PM2.5 Agency Approval e-mails
Opportunity Corridor 1 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
Air Quality Analysis Report
1.0 PROJECT DESCRIPTION
The Opportunity Corridor project is located in the City of Cleveland, Cuyahoga, Ohio along the existing railroad transportation corridor that contains the rail lines owned and operated by Norfolk Southern (NS) and Greater Cleveland Regional Transit Authority (GCRTA) with the CSX mainline being the approximate eastern boundary of the study area. The purpose of the Opportunity Corridor project is to improve the transportation infrastructure, access, and mobility within a historically underserved, economically depressed area within the City of Cleveland. As part of this, the proposed project must support the City of Cleveland’s efforts to revive and redevelop large tracks of vacant residential and industrial land within the City of Cleveland’s southeast side.
The study area consists of residential, commercial, industrial and recreational areas. The zoning in the study area is extensively mixed, and land use varies from parcel to parcel. This area developed prior to the establishment of zoning codes resulting in residential properties being located immediately adjacent to industrial properties. Future development in the project study area will follow the City’s comprehensive plan, which is entitled Connecting Cleveland 2020 Citywide Plan.
The Ohio Department of Transportation (ODOT) and the Federal Highway Administration (FHWA), in coordination with the City of Cleveland are undertaking the Opportunity Corridor project using federal funds. There are no funds in place at this time for the completion of contract plans, real estate acquisition, utility relocation or construction. Funds are in place for completion of the next phase – contract plans for the Woodland Avenue to Chester Avenue section. Funds are also in place for a portion of the real estate acquisition within this section. ODOT is investigating both traditional and Public Private Partnership (P3) opportunities for the overall project as part of the financial plan.
The proposed transportation infrastructure improvements would begin near I-490 at East 55th Street at the southwest and terminate along East 105th Street north of US-322 (Chester Avenue) at the northeast as shown in Figure 1. The facility, as proposed, would be a multi- lane urban arterial boulevard with wide outside travel lanes for shared use with bicycle traffic. The proposed boulevard would also include a multi‐use path on the south side of the roadway and a sidewalk on the north side of the roadway. The proposed alignment is depressed under East 55th Street. As the project progresses to the east, the boulevard returns to existing street grade and includes signalization at major intersections. In addition to the grade separation at East 55th Street, grade separation structures are proposed for locations where the new roadway crosses the existing rail lines owned and operated by NS and GCRTA. Northeast of Kinsman Road, the mainline would be south of and parallel to Grand Avenue. At the intersection with East 79th Street, the mainline begins to turn to the northeast. From East 79th Street to Quincy Avenue, the boulevard parallels the GCRTA Red line/ NS Nickel Plate rail line trench to the north. Minor adjustments in direction occur at almost all intersections until just past East 93rd Street when the mainline begins a gradual turn to north so that it meets up with East 105th Street at Quebec Avenue. From Quebec Avenue to the northern terminus, East 105th Street would be generally widened along the existing alignment with variations to minimize impacts to adjacent buildings.
Opportunity Corridor 2 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
Figure 1 Project Location Map
2.0 PURPOSE OF THE REPORT
This report evaluates the potential air quality impacts of the proposed Preferred Alternative for the Opportunity Corridor. It was prepared in compliance with the Clean Air Act (CAA) and its amendments, related Federal regulations, FHWA and ODOT Guidance. The report presents a discussion on fine particulate matter (PM2.5), ozone, and the carbon monoxide (CO) microscale analysis for the existing (2010) condition, No-Build (2020), and the anticipated first year of operation (2020) for the Build alternative and compares the results to the National Ambient Air Quality Standards (NAAQS). The document serves as the supporting technical data for the Opportunity Corridor Environmental Impact Statement.
3.0 AIR QUALITY – BACKGROUND INFORMATION
3.1 Criteria Pollutants
The Federal Clean Air Act of 1970 established the NAAQS (Table 1). These standards were established by the United States Environmental Protection Agency (EPA) to protect public health, safety, and welfare from known or anticipated effects of sulfur dioxide (SO2), particulate matter (PM10, 10-micron in diameter and smaller along with PM2.5, 2.5 micron in diameter and smaller), carbon monoxide (CO), nitrogen dioxide (NO2), ozone (O3), and lead (Pb). EPA refers to these pollutants as the “criteria” pollutants.
Opportunity Corridor 3 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
TABLE 1 National and Ohio Ambient Air Quality Standards (NAAQS)
Pollutant Primary/ Averaging Level Form Secondary Time
8 – Hour 9 ppm Carbon Primary Not to be exceeded more than once per year Monoxide (CO) 1 – Hour 35 ppm
Primary and Rolling 3-Month Lead (Pb) 0.15 μg/m3 (1) Not to be exceeded secondary Average
Primary 1 – Hour 100 ppb5) 98th percentile, averaged over 3 years
Nitrogen Dioxide (NO ) Primary and (2) 2 Annual Mean 53 ppb Annual Mean secondary
Primary and Annual fourth-highest daily maximum 8-hr Ozone (O ) 8 – Hour 0.075 ppm (3) 3 secondary concentration, averaged over 3 years
Annual 15 μg/m3 annual mean, averaged over 3 years Particulate Primary and Matter (PM ) secondary 3 2.5 24-hour 35 μg/m 98th percentile, averaged over 3 years
Particulate Primary and Not to be exceeded more than once per year 24-hour 150 μg/m3 Matter (PM10) secondary on average over 3 years
99th percentile of 1-hour daily maximum Primary 1-hour 75 ppb (4) Sulfur Dioxides concentrations, averaged over 3 years (SO2) Secondary 3-hour 0.5 ppm Not to be exceeded more than once per year
(1) Final rule signed October 15, 2008. The 1978 lead standard (1.5 µg/m3 as a quarterly average) remains in effect until one year after an area is designated for the 2008 standard, except that in areas designated nonattainment for the 1978, the 1978 standard remains in effect until implementation plans to attain or maintain the 2008 standard are approved. (2) The official level of the annual NO2 standard is 0.053 ppm, equal to 53 ppb, which is shown here for the purpose of clearer comparison to the 1-hour standard. (3) Final rule signed March 12, 2008. The 1997 ozone standard (0.08 ppm, annual fourth-highest daily maximum 8-hour concentration, averaged over 3 years) and related implementation rules remain in place. In 1997, EPA revoked the 1-hour ozone standard (0.12 ppm, not to be exceeded more than once per year) in all areas, although some areas have continued obligations under that standard (“anti- backsliding”). The 1-hour ozone standard is attained when the expected number of days per calendar year with maximum hourly average concentrations above 0.12 ppm is less than or equal to 1. (4) Final rule signed June 2, 2010. The 1971 annual and 24-hour SO2 standards were revoked in that same rulemaking. However, these standards remain in effect until one year after an area is designated for the 2010 standard, except in areas designated nonattainment for the 1971 standards, where the 1971 standards remain in effect until implementation plans to attain or maintain the 2010 standard are approved. Source: http://www.epa.gov/air/criteria.html, accessed October 10, 2012
The primary pollutants from motor vehicles are unburned hydrocarbons, NOx, CO, and particulates. Hydrocarbons (HC) and nitrogen oxides (NOx) can combine in a complex series of reactions catalyzed by sunlight to produce photochemical oxidants such as ozone and NO2. Because these reactions take place over a period of several hours, maximum concentrations of photochemical oxidants are often found far downwind of the precursor sources. Ozone and NO2 are regional problems.
Opportunity Corridor 4 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
Carbon monoxide is a colorless and odorless gas which is the product of incomplete combustion, and is the major pollutant from gasoline fueled motor vehicles. CO is a localized air quality issue.
Particulate matter includes both airborne solid particles and liquid droplets. These liquid particles come in a wide range of sizes. PM10 particulates are coarse particles, such as windblown dust from fields and unpaved roads. PM2.5 particulates are fine particles generally emitted from activities such as industrial and residential combustion and from vehicle exhaust. Particulates from transportation can be a localized issue when a project is determined to be a project of air quality concern for either PM10 or PM2.5 emissions.
An exceedance of the NAAQS pollutant level does not necessarily constitute a violation of the standard. Some of the criteria pollutants (including CO) are allowed one exceedance of the maximum level per year, while for other pollutants criteria levels cannot be exceeded. Violation criteria for still other pollutants are based on past recorded exceedances. Table 1 lists the allowable exceedances for the EPA criteria pollutants.
3.1.1 Attainment Designation
The Clean Air Act Amendments (CAAA) of 1977 and 1990 required all states to submit to the EPA a list identifying those air quality regions, or portions thereof, which meet or exceed the NAAQS or cannot be classified because of insufficient data. Portions of air quality control regions which are shown by monitored data or air quality modeling to exceed the NAAQS for any criteria pollutant are designated “nonattainment” areas for that pollutant. The CAAA also established time schedules for the states to attain the NAAQS.
States that have nonattainment areas are required to prepare State Implementation Plans (SIP) that lay out a plan to show how the state will improve the air quality to attain the NAAQS. Both new and improvement highway projects must be contained in the area’s Transportation Improvement Program (TIP). The modeling procedures for ozone and NO2 require long term meteorological data and detailed area wide emission rates for all existing and potential sources. This modeling is performed by the Metropolitan Planning Organization (MPO) for the region to show that regional emissions plus projects in the TIP are in conformance with the SIP and the CAA amendments. The Northeast Ohio Areawide Coordinating Agency (NOACA) is the MPO for the region in which the Opportunity Corridor is located and is responsible for this analysis. Once the MPO has completed their analysis, it is forwarded to the FHWA for final ruling on the TIP’s conformance with the SIP and the CAA and its amendments.
The Opportunity Corridor project is located within the Greater Metropolitan Cleveland Intrastate Air Quality Control Region (AQCR #174). Cuyahoga County is currently in attainment status for one (1) of the seven (7) criteria pollutants, NO2, re-classified from nonattainment to maintenance for CO, PM10 and SO2 and has been classified as being in nonattainment for Pb, PM2.5 and the 8-hour ozone standard (Moderate).
4.0 AIR QUALITY ANALYSES
Projects listed on the Statewide Transportation Improvement Program (STIP) and/or Transportation Improvement Program (TIP) are required to have Particulate Matter (PM2.5), Ozone, and Carbon Monoxide (CO) pollutants addressed as part of the National
Opportunity Corridor 5 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
Environmental Policy Act (NEPA) process. Each pollutant will be addressed below presenting project specifics, ODOT’s thresholds, and results of the air quality analysis.
4.1 PM2.5 Determination
The Opportunity Corridor project, as stated in Section 3.1.1 – Nonattainment Designation, is located within a nonattainment area for PM2.5. A review of ODOT’s PM2.5 Conformity Process Flowchart indicates that the project is not exempt from air quality conformity.1
Design year (2020) traffic ranges from the 48,230 average daily traffic (ADT) at the western terminus to 14,640 ADT at the northern terminus. The diesel truck percentage at the west end of the project would be 6.5%, while at the northern terminus the percentage would be 4.5%. Based on these percentages, diesel truck volumes would range from 3,135 per day at the west end to 659 per day at the north end.
These volumes, ADT and truck, are below ODOT’s PM2.5 Conformity Process Flowchart criteria of 87,500 ADT and 7,000 diesel trucks. Based upon a review of the project, the FHWA, USEPA, ODOT, and Ohio Environmental Protection Agency (OEPA) have determined that the proposed Opportunity Project improvement project, PID 77333, “is not a project of air quality concern” under 40 CFR 93.123(b)(1).2 Therefore, a hot-spot analysis was not required since the Clean Air Act and 40 CFR 9.116 requirements were met without a hot-spot analysis. Coordination started in September 2010 and was finalized in October 2012. A copy of the agency approval correspondence is presented in Appendix A.
4.2 Ozone Conformity
Ozone is a regional issue and conformity is addressed through the approval of the STIP/TIP. The proposed Opportunity Corridor project, PID 77333, is included in the approved NOACA 2012-2015 TIP and Conformity Analysis.
4.3 CO Hot-Spot (Microscale) Analysis
CO emissions are greatest from vehicles operating at low speeds and prior to complete engine warm-up (within approximately eight minutes of starting). Congested urban roads, therefore, tend to be the principal problem areas for CO. Because the averaging times associated with the CO standards are relatively short (1 and 8 hours), CO concentrations can be modeled using simplified "worst-case" meteorological assumptions. Modeling is also simplified considerably by the stable, non-reactive nature of CO.
Projected traffic volumes along the new alignment proposed for the Opportunity Corridor will exceed ODOT’s threshold of 20,000 ADT ten years after the project is completed. Therefore, a Quantitative CO analysis was prepared for this project.
1
Opportunity Corridor 6 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
4.3.1 Methodology
The CO hot-spot analysis was performed according to EPA’s “Guideline for Modeling Carbon Monoxide from Roadway Intersections”. Intersections along the Opportunity Corridor were ranked by Level of Service (LOS), Table 2. Since only the intersection of East 105th Street and Euclid Avenue is projected to have a LOS of D, it was the only intersection modeled for the CO Microscale Analysis.3
Table 2 Intersection Level of Service, Opening/Design Year 2020 Opportunity Corridor
Level of Service, Intersection AM LOS/PM LOS Preferred Alternative Opportunity Corridor & East 55th Street C/B Opportunity Corridor & East 75th Street C/B Opportunity Corridor & Woodland Avenue C/B Opportunity Corridor & Quincy C/B Opportunity Corridor & Kinsman Road C/C Opportunity Corridor & East 79th Street C/C Opportunity Corridor & Buckeye Road C/C Opportunity Corridor & East 93rd Street C/C Opportunity Corridor (East 105th) & Cedar Avenue C/C Opportunity Corridor (East 105th) & Carnegie Avenue C/C Opportunity Corridor (East 105th) & Chester Avenue C/C Opportunity Corridor (East 105th) & Euclid Avenue D/D Source: Operational Analysis Technical Memorandum, PID 77333, Opportunity Corridor, Cuyahoga County, Ohio, May 2012.
The EPA’s MOBILE6.2 and EPA’s approved CAL3QHC 2.0 (CAL3QHC) computer models were used to analyze vehicular emissions and the hourly dispersion of CO adjacent to the intersection of 105th Street and Euclid Avenue. Traffic and emissions for the existing (2010) condition, No-Build (2020), and the anticipated first year of operation (2020) for the Build alternatives were modeled. EPA’s MOBILE6.2 was used to develop vehicular emission rates. NOACA provided Cuyahoga County specific input variables for MOBILE6.2.4,5
3 “Guidelines for Modeling Carbon Monoxide from Roadway Intersections”, EPA-454/R-92-005, U.S. Environmental Protection Agency, November 1992, page 3-3. 4 Bill Davis ([email protected]), “Opportunity Corridor – CO Hot-spot Analysis”, e-mail message, September 7, 2012. 5 Vijay Nemalapuri ([email protected]), “Opportunity Corridor – CO Hot-spot Analysis”, e- mail message, September 11, 2012.
Opportunity Corridor 7 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
CAL3QHC is a pollutant dispersion-modeling program for predicting pollutant concentrations from motor vehicles under free-flow conditions, or in the vicinity of roadway intersections. Peak traffic volumes and operating characteristics were used to analyze the intersection. Sixteen air quality receptors, A1 – A16, were placed 10 ft away from the edge of pavement, at the stop line paralleling the traffic queues and at 82 foot intervals as shown in Figure 2, page 8. Four of the 16 receptors were located at the nearest entry doors to buildings in each quadrant of the intersection. In accordance with EPA procedure, idle emission rates (in grams/hr) were calculated by multiplying MOBILE6.2’s average vehicle emission rate for 2.5 mph by 2.5. Worst-case meteorological variables and an urban background CO concentration obtained from U.S. EPA AirData for the monitoring site at East 14th Street and Orange Avenue were used in the CAL3QHC model. Variables used in CAL3QHC included:
• Meteorological conditions: Wind speed: 1 m/s (2.2 mph), worst case. Wind direction: Worst case for each receptor location, calculated every 10 degrees. Atmospheric stability class: Pasquill Class "E"
• Surface roughness: 175 cm (68.9 in.), study area is a mixture of industrial and single family residential.
• Mixing height: 0 m (0 ft).
• Background CO concentrations: 3.0 ppm 1-hour and 1.2 ppm 8-hour, (2011 data, second highest concentration).6
• Existing 2010 and future 2020 CO emission factors from MOBILE6.2.
• Persistence factor of 0.7 was used to develop the 8-hour concentrations.
6
Opportunity Corridor 9 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
4.3.2 Results
The results of the CO microscale air quality modeling are presented in Table 3. The maximum 1-hour CO concentrations were 4.8 ppm for existing conditions (2010), 4.0 ppm for the 2020 No-Build, and 4.8 ppm for the 2020 Build condition. The maximum 8-hour CO concentrations were 2.5 ppm for existing conditions (2010), 2.1 ppm for the 2020 No-Build, and 2.4 ppm for the 2020 Build condition. The 1-hour concentrations include a background concentration of 3.0 ppm and the 8-hour concentrations include a background concentration of 1.2 ppm. None of these concentrations exceed either the 1-hour (35 ppm) or 8-hour (9 ppm) NAAQS.
The MOBILE6.2 and CALINE3 input and output files have been provided to ODOT on a CD.
TABLE 3 MICROSCALE AIR QUALITY ANALYSIS MAXIMUM CO CONCENTRATIONS (ppm)
Existing No-Build Build Existing No-Build Build Rec. (2010) (2020) (2020) (2010) (2020) (2020) 1 hr 1 hr 1 hr 8 hr 8 hr 8 hr A1 4.6 3.8 4.2 2.3 2.0 2.0 A2 4.6 3.8 4.1 2.3 2.0 2.0 A3 4.7 3.8 4.3 2.4 1.9 2.0 A4 3.4 3.4 3.6 1.5 1.6 1.6 A5 4.2 3.8 4.2 2.0 2.0 1.9 A6 4.4 3.8 4.3 2.2 2.0 2.0 A7 3.8 3.8 4.2 1.8 2.0 1.9 A8 3.7 3.5 3.7 1.7 1.6 1.7 A9 4.6 4.0 4.6 2.3 2.0 2.4 A10 4.8 4.0 4.7 2.5 2.1 2.3 A11 4.5 3.8 4.8 2.3 1.9 2.1 A12 3.7 3.5 3.8 1.7 1.7 1.7 A13 4.6 3.8 4.7 2.3 1.9 2.3 A14 4.1 3.8 4.4 2.0 1.9 2.2 A15 3.7 3.6 4.5 1.7 1.8 2.1 A16 4.0 3.6 4.1 1.9 1.8 2.0
* The National Ambient Air Quality Standards for CO are 35 ppm for a one hour average, and 9 ppm for an eight hour average. Concentrations include ambient background levels of 3.0 ppm (1 hour) and 1.2 ppm (8 hour). Indicates maximum concentration for each design year
Opportunity Corridor 10 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
5.0 CONSTRUCTION MITIGATION
The Opportunity Corridor’s construction will take place in different locations along the corridor over a number of construction seasons. During each construction season there would be localized increased emissions from construction equipment and particulate emissions from construction activities. Particulate emissions, whether from construction equipment diesel exhaust or dust from the construction activities, should be controlled as well as possible. Contractors should follow all ODOT Standard Construction Specification Sections that address the control of construction equipment exhaust or dust during construction.
Even though construction mitigation measures are not required, there are several measures that could be considered to reduce engine activity or reduce emissions per unit of operating time. Operational agreements that reduce or redirect work or shift times to avoid community exposures can have positive benefits. Also, technological adjustments to construction equipment, such as off-road dump trucks and bulldozers, could be an appropriate strategy. The EPA recommends Best Available Diesel Retrofit Control Technology (BACT) to reduce diesel emissions. Typically, BACT requirements can be met through the retrofit of all diesel powered equipment with diesel oxidation catalysts or diesel particulate filters, and other devices that provide an after-treatment of exhaust emissions.
6.0 CONCLUSION
Based on the air quality analysis completed for the proposed Opportunity Corridor improvement, this project will not contribute to any violation of the NAAQS.
Opportunity Corridor 11 Cleveland, Cuyahoga County, OH Ohio Department of Transportation CO Hot-Spot (Microscale) Analysis Report
7.0 REFERENCES
Alcala, Noel ([email protected]), “PM2.5 Project Level Conformity Determination Request for Nonexempt Projects”, e-mail message, October 29, 2012.
Davis, Bill ([email protected]), “Opportunity Corridor – CO Hot-spot Analysis”, e-mail message, September 7, 2012.
“Guidelines for Modeling Carbon Monoxide from Roadway Intersections”, EPA-454/R-92- 005, U.S. Environmental Protection Agency, November 1992, page 3-3.
Nemalapuri, Vijay ([email protected]), “Opportunity Corridor – CO Hot-spot Analysis”, e-mail message, September 11, 2012.
“User’s Guide to CAL3QHC 2.0: A Modeling Methodology for Predicting Pollutant Concentrations Near Roadway Intersections (EPA-454/R-92-006)”, U.S. Environmental Protection Agency, Office of Air Quality Planning and Standards, Technical Support Division, Research Triangle Park, North Carolina: September 1995.
“User’s Guide to MOBILE6.1 and MOBILE6.2, Mobile Source Emission Factor Model”, U.S. Environmental Protection Agency, Assessment and Standards Division, Office of Transportation and Air Quality, Ann Arbor, Michigan: August 2003.
APPENDIX A PM2.5 Agency Approval e-mails
PHASE I ARCHAEOLOGICAL RESOURCE REVIEW AND DISTURBANCE ASSESSMENT FOR THE PROPOSED CUY-OPPORTUNITY CORRIDOR PROJECT (PID 77333) LOCATED IN THE CITY OF CLEVELAND, CUYAHOGA COUNTY, OHIO
Submitted by: Ohio Department of Transportation Office of Environmental Services Cultural Resources Unit Columbus, Ohio
November 2012
ABSTRACT
An archaeological resource review and disturbance assessment was conducted by the Ohio Department of Transportation, Office of Environmental Services in the City of Cleveland, Cuyahoga County, Ohio. The proposed Opportunity Corridor project involves the creation of transportation infrastructure to improve access from Interstate Route 490 to the University Circle area in Cleveland and to facilitate economic development through an area containing large tracts of vacant industrial and residential land. The study area containing the Opportunity Corridor project was divided into three sections (western, central, and eastern) and a historic context was developed for each section. Two prominent historic themes were identified: the history of Nathanial Doan and Doan’s Corner in the Euclid Avenue/East 107th Street area (eastern section) and the history of a former Hungarian neighborhood located near Buckeye Road (central section). These two themes were investigated further by the Office of Environmental Services once a preferred alignment was identified.
Review of aerial photography and cartographic resources suggests the entire project area has been heavily developed and redeveloped over the last 60 years. An archaeological field review performed in December 2011 and October 2012 confirmed widespread disturbance as a result of industrial, commercial, and residential development, transportation development and construction, cut- and-fill activities, and storage yard development. The area of Doan’s Corner at the eastern termini has been thoroughly disturbed, specifically as a result of Hospital expansion and development (along with associated underground utilities). Inspection of the project area (the footprint of the proposed project) through the Hungarian neighborhood/Buckeye Road area determined that three to six feet of fill had been placed across the area, specifically between Grand Avenue and Tennyson Road. Several houses in the area had been recently razed and evidence of bulldozing was observed across the area as well.
Based on the amount of disturbance documented in the area and the nature of urban land and udorthents, archaeological remains would consist mainly of mixed, post-industrial and modern deposits with no real distinction between once distinct traditional/cultural expressions in the archaeological record. Much of the fill observed during the field review contained construction debris from the razing of structures both within the area and outside, which was brought in with fill, subsequently creating a blended archaeological context. Background research also reveals a substantial amount of documentation on the material culture of the Hungarian population and the daily life in the Buckeye Road area. Further archaeological investigations along the proposed project’s footprint in the Buckeye Road area are unlikely to yield significant information beyond that which other researchers have presented. Therefore, no further archaeological investigations are recommended. However, this recommendation does not preclude the existence of significant archaeological remains in other areas beyond the preferred alternative relating to the Hungarian population. It is likely, that important information can be recovered in other, better preserved parts of the neighborhood. Therefore, if the scope of the proposed Opportunity Corridor project changes, further archaeological consideration would be required.
i. TABLE OF CONTENTS
Abstract...... i
Acknowledgements ...... ii
List of Figures...... iii
Introduction………...... 1
Literature Review/Historic Contexts…...... 6
Archaeological Field Review...... 15
Summary and Recommendations………………………………………………………………………………………26
References...... 27
Appendix A:
Preliminary Schematic Plan Sheets for the Opportunity Corridor Project
Appendix B:
Oblique Aerial Photos taken in Fall 2012
ACKNOWLEDGMENTS
PROJECT PERSONNEL
ARCHAEOLOGICAL FIELD DIRECTOR: Jason Watkins
ARCHAEOLOGICAL FIELD CREW: Stanley W. Baker
LITERATURE REVIEW/PROJECT HISTORY: Jessica Mayercin Megan Shaeffer Jason Watkins
REPORT PREPARATION: Jason Watkins
ii. LIST OF FIGURES
1. State of Ohio map showing the study area. 2. Cuyahoga County map showing the study area. 3. Portions of the Cleveland North, Cleveland South, East Cleveland and Shaker Heights 7.5’ topographic maps showing the project vicinity. 4. Portions of the Cleveland North, Cleveland South, East Cleveland and Shaker Heights topographic maps showing the three sections of the study corridor. 5. Previously surveyed areas, previously identified archaeological sites, and cemeteries in and around the proposed project area. 6. Aerial photo (2012) showing the intersection of I-490, East 55th Street, Bower Avenue and the reported location of site 33CU498. 7. Oblique aerial photo looking east showing portions of the Western Section. 8. View looking southwest along East 68th Street toward Kinsman Road showing areas disturbed by gravel parking areas and fill. 9. View looking southwest showing areas previously disturbed by residential development and roadway construction. Kingsbury Run Valley is in the background. 10. View looking east-northeast showing areas along Rawlings Avenue previously disturbed by fill. 11. Aerial photo (2012) showing the demolition of the industrial complexes in the Central Section. 12. View looking north-northeast showing areas previously disturbed by parking lot construction. 13. View looking north showing areas between Grand Avenue and Lisbon Road disturbed by fill. 14. View looking northwest showing areas disturbed by multiple episodes of filling activity. 15. View looking north from Tennyson Road showing areas of new fill over older episodes of fill. 16. View looking southwest along Tennyson Road showing areas of fill. 17. Photograph of a soil core showing typical disturbed soil profile encountered below fill layer. 18. Oblique aerial photo looking north showing the eastern portion of the Central Section and areas between Woodland Avenue and Quincy Avenue. 19. Oblique aerial photo looking east showing areas along East 105th Street disturbed by modern development. 20. View looking north along East 105th Street just north of the Norman Avenue/East 105th Street intersection. 21. View looking south along East 105th Street at its intersection with Euclid Avenue. 22. View looking south across a portion of the Ronald McDonald House toward Euclid Avenue. 23. View looking northeast toward East 105th Street from its intersection with Chester Avenue.
iii.
INTRODUCTION
The Office of Environmental Services completed a literature review and archaeological disturbance assessment for the proposed CUY-Opportunity Corridor project which will extend from the western terminus of I-490 to the East 105th Street/Chester Avenue intersection (Figures 1 through 3). The purpose of the Opportunity Corridor project is to create the transportation infrastructure to improve mobility and access in southeast Cleveland and support the revival and redevelopment of large tracts of vacant industrial and residential land within an area bounded by Cedar Avenue on the north, East 55th Street on the west, Woodhill Road/East 93rd Street on the east, and Union Avenue on the South. Adjacent to this area are I-490 and I-77 to the west and the University Circle area, Cleveland’s second largest employment center, to the northeast. Currently, the local street grid is missing an east- west arterial between Woodland and Union Avenues, and a north-south arterial between East 55th Street and East 93rd Street/Woodhill Road. An improved local street and improved access to the freeway system could support new development and redevelopment within the area.
Figure 1. State of Ohio map showing the Study Area.
1
Figure 2. Cuyahoga County map showing the study area.
The study area, as preliminarily defined, begins just east of the western terminus of I-490, south of the Greater Cleveland Regional Transit Authority line (GRCTA) red, blue, and green lines as well as the Norfolk Southern (NS) Nickelplate Line. From here it continues to run south of the GCRTA and NS lines, approximately parallel to them, until it turns north and crosses them at Quincy and Quebec Avenues. At this point, the proposed boulevard connects to E. 105th Street, heading north to end at the E. 105th Street/Chester Avenue intersection. In the development of the alternatives for this project and for convenience of discussion, the preliminary study corridor was divided into three sections: Western Section, Central Section, and Eastern Section (Figure 4). The Survey Area is discussed below in terms of the recommended alternative as depicted in mapping provided in Appendix A.
Western Section
The Western Section encompasses areas between the western terminus of I-490 and E. 79th Street. The recommended preferred alternative calls for a bridge over the proposed boulevard to be constructed on E. 55th Street. A quadrant intersection would provide full access between E. 55th Street, the freeways, and the proposed boulevard. A new bridge would be constructed, over Kingsbury Run Valley at the existing GCRTA train loop, leading to a new four-legged, signalized intersection at Kinsman
2
leveland North, Cleveland South, East Cleveland and Shaker Heights 7.5’ topographic maps showing the project vicinity. the project maps showing topographic 7.5’ Shaker Heights and Cleveland East South, Cleveland North, leveland C Portions of the the of Portions
3. Figure
3
Road and E. 66th Street. Kinsman Road would be widened by one lane to incorporate left-turn lanes onto the proposed boulevard, and pavement width would also be increased. East of Kinsman Road, a new bridge would be constructed over the GCRTA Blue/Green lines with the alignment that would adjoin existing Grand Avenue west of E. 75th Street. Berwick Road, Colfax Road, and E. 73rd would be either connected to the proposed boulevard or disconnected via a cul-de-sac near the proposed boulevard. E. 57th Street, E. 66th Street, and E. 68th Street would be removed. Francis Avenue and Bower Avenue would be partially removed.
Central Section
The Central Section extends from E. 79th Street to Quincy Avenue. At both the E. 75th Street and E. 79th Street intersections four-legged intersections are proposed. E. 79th Street would be widened by one lane to provide left-turn lanes onto the boulevard. East of E. 79th Street, an underpass structure is proposed to take the boulevard under the NS tracks. The boulevard would then cut across Evins Avenue, Grand Avenue, and Evarts Road to connect via a four-legged intersection with Buckeye Road just south of E. 87th Street. Buckeye Road would be widened by two lanes to provide dual westbound left-turn lanes and a single eastbound left-turn lane onto the boulevard. Northeast of this, a new four- legged intersection would be created at the current Woodland Avenue/E. 89th Street intersection. Woodland Avenue would be widened by one lane to provide left-turn lanes onto the proposed boulevard. North of Woodland Avenue, the alignment will run generally parallel to the GCRTA Red Line and adjoin with E. 105th Street at a new four-legged intersection at Quincy Avenue. Cul-de-sacs would be created on E. 89th Street north of the GCRTA line and south of the proposed boulevard. The southwestern end of Lisbon Avenue would require a cul-de-sac and a connector road would be constructed between Lisbon and Grand Avenues, north of the proposed boulevard alignment. Tennyson Avenue and E. 87th Street would be removed, and Evins Avenue would be removed or connected to the proposed alignment.
Eastern Section
The Eastern Section consists of the area along E. 105th Street from Quincy Avenue to a point just north of Chester Avenue. The existing E. 105th Street bridge over GCRTA and NS would be widened. The roadway would be widened on the east side from Quincy Avenue just north of Cedar Avenue. North of Cedar Avenue, the roadway widening would vary along both the east and west side of E. 105th Street through the Chester Avenue intersection. Carnegie Avenue would be widened by one lane to provide a westbound dual left-turn onto the proposed boulevard.
4
sections of the study corridor. three three
leveland North, Cleveland South, East Cleveland and Shaker Heights topographic maps showing the maps showing topographic Shaker Heights and Cleveland East South, Cleveland North, C leveland ortions of the of the ortions
Figure 4. 4. P Figure 5
LITERATURE REVIEW/HISTORIC CONTEXTS
The CUY-Opportunity Corridor study area is located in an upland setting found east of the Cuyahoga River Valley. The project area crosses the northern edge of the Till Plain Physiographic region (specifically, the Galion Glaciated Low Plateau) just behind or south of the Lake Plain Physiographic Region. This area is characterized as a rolling upland transitional between the gently rolling Till Plains and the hilly Glaciated Allegheny Plateau (Brockman 1998). This data implies archaeological resources should be found at or near the modern ground surface because of the lack of potential for alluvial deposits such as those found in stream valleys.
Geology
Examination of the USDA/SCS (1980) soil survey and the USDA/NRCS Web Soil Survey shows, unsurprisingly, that the preliminary study corridor is composed entirely of urban soil types or udorthents (see Figure 7 and Table 1 for soil types throughout the corridor). Udorthents, loamy (Ua) are areas of cut and fill where construction, borrow, or disposal activity has taken place. Urban land (Ub) describes areas of dense construction, usually where more than 80% of the ground is covered by manmade structures or surfaces such as concrete or asphalt. The Urban land-Elnora, complex nearly level (UeA), Urban land-Mahoning complex, undulating (UmB) and Urban land-Mitiwanga complex, undulating (UnB) soils are all comprised of approximately 70% urban land and 20% Elnora loamy fine sand/Mahoning soil/Mitiwango soil (respectively), with the remaining 10% composed of small areas of other soil types (USDA/SCS 1980:46-49). Given this information and taking into account the past and present land use in the project area, it is highly unlikely that pockets of undisturbed soils remain in which prehistoric archaeological materials might be found.
Table 1. Soil Types found throughout the CUY-Opportunity Corridor project area.
Ua Udorthents, loamy
Ub Urban Land
UeA Urban land—Elnora complex, nearly level UeB Urban Land—Mahoning complex, undulation UnB Urban land—Mitiwanga complex, undulation
Prehistoric Context
According to William C. Mills’ Archaeological Atlas of Ohio (1914), there are a total of 42 prehistoric features and structures in Cuyahoga County. Mills states that “[a]t least half a dozen mounds and one enclosure existed upon the present site of the city of Cleveland” (p. 18). Nearly all of these structures, however, seem to have been closer to the Cuyahoga River, beginning just north of the current boundary of Brooklyn Township and extending to the Lake Erie coast. None of them are in or adjacent to the preliminary study corridor (Figure 6).
6
The earliest archaeological survey of the Cuyahoga county area was initiated in 1838 by Colonel Charles Whittlesey. Whittlesey began mapped the forts, enclosures and mounds throughout the country and published his findings in an 1871 work entitled Ancient Earth Forts of the Cuyahoga Valley, Ohio. Whittlesey’s study and excavations lead to naming the remains of Late Woodland inhabitants of northeast Ohio as the “Whittlesey Tradition” (Brose 1996; Murphy 1968). Research on the Whittlesey sites in the 1960s showed that only one hilltop enclosure remained in any identifiable condition (located on Rocky River), the others having been demolished or covered by modern construction (Murphy 1968). According to Colonel Charles Whittlesey (1867), a low mound had been visible in a vacant lot at the corner of Erie and Euclid Streets in 1867. However, as with the rest of the mounds and enclosures found within Cleveland city limits, the industrialization of the city soon lead to the destruction of the mound as new buildings were constructed (Whittlesey 1867: 33).
Historical records of settlers’ encounters with the Native American groups of northwest Ohio indicate that the primary inhabitants throughout the 1700s were the Five Nations (Iroquoian groups) and Hurons, or Wyandots. The British and French had each established trading posts west of the Cuyahoga River as far as Sandusky by 1776 (Whittlesey 1867: 56-60). General Moses Cleaveland, who led a group of men from the Connecticut Land Company to establish and plot the city of Cleveland, interacted with Native American groups in Buffalo, New York. Cleaveland’s negotiations with the Six Iroquoian Nations and the Massasagoes groups lead to the ceding of Native American lands along (and west of) the Cuyahoga River (Grabowski and Van Tassel 1996). A great deal of difficulty exists in determining exactly which groups may have inhabited Cuyahoga County, as many were river travelers who moved up and down the Cuyahoga and its neighboring waters on a regular basis, however, records indicate the following Native American groups resided in the area known as the Western Reserve: Seneca, Ottawa, Onondaga, Oneida, Cayuga, Chippewa, Mingo, Massangas, Shawnee and Delaware (Cherry 1921: 165-168).
As much of the city of Cleveland began its urban development in the first half of the 19th century, it is very likely that most prehistoric cultural materials that had been in the area have long since been disturbed by the industrial, commercial, and residential development of Cleveland and the surrounding areas. With one exception (33CU73), all of the Ohio Archaeological Inventory sites within a one kilometer radius of the project study limits are catalogues of historic (mainly industrial, with some residential) remains. In fact, prehistoric cultural deposits are unlikely and no further archaeological investigations are recommended based on the physical context of the project area to be described later in this report.
Historic Context
Provided here is a general outline of the historic context and how neighborhoods were once used along the corridor. The aforementioned history/architecture report may be referred to for more detailed information. Generally speaking, the majority of the area remained rural through the early 19th Century until the city of Cleveland encroached on the area by platting and urban development during the fourth quarter of the 19th Century.
Eastern Section
The eastern section of the proposed project encompasses some of the earliest historic settlement areas in the city. The northernmost portion of the present undertaking is, according to OGS records, near Doan’s Corner (often Doan’s Corners) cemetery. Doan’s Corners was one of the earliest
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settled areas in what would later become Cleveland. Nathanial Doan first bought land here and built a cabin near what is now the northwest corner of Euclid Avenue and E. 107th Street in 1799. This structure served as a hotel and tavern for new settlers and travelers. Doan later added a store, a smithy, and a saleratus production plant (saleratus is a leavening agent used in baking). Eventually Doan became a justice of the peace, postmaster, and clergyman in addition to a successful businessman (Rose 1950:39). His son, Job Doan, later rebuilt the tavern and eventually moved it to Cedar Avenue, east of E. 100th Street (Rose 1950:80).
Job Doan also established a cemetery at Doan’s Corners in 1823. The “Publick Burying Ground” was located at the northwest corner of Euclid Avenue and E. 105th Street but the plot, which was approximately an acre and a half in size, was not used exclusively for burials. The northern section was used as a cemetery and the southern portion became a village common, with a stone schoolhouse being built on the northwest corner of Euclid Avenue and E. 105th Street in the 1830s (Rose 1950:99-100, 184). Some of this area has been previously investigated archaeologically and will be discussed later in this summary.
A Methodist Sunday School was organized at Doan’s Corners in 1831 by Reverend Milton Colt. In 1837 a permanent church was built on Doan Street (present day E. 105th Street). In 1870 a second church was built, which was torn down in 1885 and rebuilt in 1887 on Euclid Avenue at Oakdale Street (present day E. 93rd Street). This Methodist congregation became the Epworth-Euclid United Methodist Church after merging with the Euclid Avenue Methodist congregation and constructing another church between E. 107th Street and Chester Avenue (McMillin 1996; Rose 1950:126).
The township of East Cleveland (distinct from present-day East Cleveland) was organized in 1847. It was annexed into the City of Cleveland in 1872. East Cleveland’s western boundary was at Willson Avenue (E. 55th Street), Quincy Avenue to the south, east of Doan Street (E. 105th Street) to the east, and north of Superior Avenue (US 6) to the north. South of East Cleveland was the village of Newburgh (sometimes Newburg), which was annexed into the City of Cleveland in 1873 (Kennedy 1896:337, 421; Rose 1950:366, 388). In summary, development in the eastern area dated to after the mid-1870s.
Central Section
The Nickel Plate (formally the New York, Chicago and St. Louis Railroad) mainline was constructed in 1882. The line ran from Buffalo, New York through Fort Wayne, Indiana to Chicago, Illinois. The line entered Cleveland at the Detroit Avenue area in the west and exited at the Euclid Avenue area in the east. On the east side of the Cuyahoga River, the railroad tracks ran through Kingsbury Run, crossed Willson Avenue (present-day E. 55th Street and Kinsman Road, then turned north to cross Adelbert, Mayfield, and Euclid Avenues. In 1926, there was a large grade elimination project undertaken to lower the Nickle Plate from Kinsman Road to East 93rd Street. In 1964 the Nickel Plate line was taken over by the Norfolk and Western Railroad, which later became Norfolk Southern in the 1980s (Grabowski and Van Tassel 1996).
Plan sheets for the resurfacing of Buckeye Road in 1924 depict details of a four-foot diameter brick sewer throughout the area with notes indicating tie-ins from arterial roads. Sanborn mapping from 1912-1913 also shows waterlines already in-place. The installation of waterlines to provide the residents with an adequate supply of fresh water coincided with the development of drainage sewers in the mid-1800s, and effort to improve the quality of Cleveland life (Alewitz 1996 and Sibley 1996). In an
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effort to address rising unsanitary conditions, the city began construction and installation of a public water system and drainage sewers and paving streets by the mid-19th Century. Although rudimentary (i.e. open drains), sewer runs were installed by the city in the mid-1850s to confront the health menace created by uncollected solid waste (Sibley 1996). Construction of a better designed system would begin in the 1890s, which included a sewer tunnel project under Kinsman Avenue (Alewitz 1995 and Lytle 2012). It appears an adequate and substantial sanitary sewer system was in place by the turn of the century which followed a simple open sewer installed decades prior.
A Hungarian settlement in this area of Cleveland had its earliest beginnings in the 1850s with the settlement of David and Morris Black and their families near Woodland and Willson (E. 55th Street) Avenues. Here they started a market garden and later began producing ladies-wear which later became the Lindner Company (Rose 1950; Grabowski and Van Tassel 1996). Hungarian immigration increased dramatically from the 1870s through the 1920s, after WWII, and after the Hungarian Revolution in 1956.
The initial wave of Hungarian immigration in the late 1800s was fueled by a desire for work and/or land. These first immigrants were largely men who settled on what was at the time the eastern outskirt of the city. They lived in boarding houses and worked in nearby factories such as the Eberhard Manufacturing Company, Mechanical Rubber Works, National Malleable Steel Castings, Ohio Foundry, Standard Foundry and Manufacturing Company, Van Dorn Iron Works, Glidden Varnish, and Cleveland Bronze (Papp 1981; Miggins and Morgenthaler 1988). These factories generally developed after 1875 and were positioned along the Nickel Plate or Norfolk Southern rail line in the north, with Kinsman Road to the south. This area is bracketed by E. 75th Street in the west and South Woodland Avenue (Buckeye Road) in the east.
Not surprisingly, residences for the growing Hungarian population built up in this area, mostly in the form of boarding houses until after the turn of the century. Prior to WWI, many Hungarians came to Cleveland with the intention of earning money and returning to their families in Hungary. While many did manage to return home, others settled and stayed in Cleveland. As a result, this area of Cleveland became a distinct Hungarian ethnic enclave. According to Susan M. Papp (1981: 160):
“A distinct Hungarian neighborhood came into being during the mid-1880s. The Hungarians settled around Madison Street (now East 79th) and Woodland Avenue from East 65th Street onward. Streets with particularly heavy concentrations of Hungarian residents included Bismarck, Rawlings and Holton.”
After WWI more Hungarians came to Cleveland with the intention of staying. This was fueled by economic hardships caused by WWI and by the significant changes in Hungary’s economy, government, and borders resulting from the Treaty of Trianon in 1920. Papp (1981: 170) reports that Cleveland’s Hungarian population climbed from approximately 9, 500 in 1900 to over 43, 000 by 1920. In Cleveland, the effect was that Hungarians moving from boarding houses providing temporary housing prior to WWI to homes of permanent residence for working, middle, and even upper class families. Not only were there an increasing number purchasing property but there was also an increase in those becoming United States citizens (Papp 1981: 226). Although some Hungarians lived in the Buckeye Road area, it was not until the second decade of the 20th Century that the Buckeye Road community became known as a distinctive Hungarian Community, extending the community east from the earlier-settled areas around East 79th Street (Papp 1981: 227).
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Religious buildings (i.e. churches, synagogues) were constructed to service this population, and Hungarian aid or benefit societies were formed to provide benefits to sick workers or funds for the funerals of immigrants who died far away from their families in Hungary. Thus immigration, ethnic population growth, industrial development, and residential settlement all dramatically affected the proposed preliminary study corridor at this time, transitioning it from an outskirt to an active urban landscape.
Despite immigration waves continuing until the 1956 revolution in Hungary, by the 1970s the Hungarian population had dwindled, replaced largely by African Americans moving into this area of Cleveland. Today, many of the houses from the original neighborhood have been razed (see cover illustrations for an example). Many of the city blocks appear as vacant open space with the occasional abandoned house.
Western Section
The proposed project will cross over Kingsbury Run Valley, which is part of the larger Kingsbury Run watershed characterized by creeks, ravines, and rugged valleys. Kingsbury Run formed a natural boundary between the early city of Cleveland and the hamlet of Newburgh (later Newburgh Township) [Rose 1950:89]. East of E. 79th Street much of Kingsbury Run’s waterways have been filled in or bridged by culverts, but west of this point some of the natural valley remains (Grabowski and Van Tassel 1996).
Kingsbury Run made headlines from 1935 to 1939 during the so-called Cleveland Torso Murders. Several of the dismembered victims of the Torso Murderer were found in Kingsbury Run, leading some to dub the killer the “Kingsbury Run Phantom.” In particular, one of the victims (known as the “tattooed man”) was found near the area where the Kinsman Road bridge crosses over Kingsbury Run Valley, which the proposed roadway also crosses just southwest of Kinsman Road (Nickel 1989:62-64). In the 1930s, Kingsbury Run was home to vagrants and the poorest of the working class, who lived in shanties throughout the area; it was regarded as a dangerous, desolate area. In August of 1938, in an attempt to put a stop to the killings, the shanty towns were burned on the orders of Elliot Ness, who was serving as the Safety Director for the City of Cleveland at the time (Badal 2001:10). Today, at least a third of the area has been redeveloped with interstate systems, railroad lines, and commercial strip development comprising the majority of modern development. Other portions of the Kingsbury Run Valley, particularly in the areas where the shanty towns existed, were filled (largely with slag and industrial spoil) during the 1950s and 1960s. In places, the valley is filled-in entirely. Reported depths of the valley suggest that 15 to 20 feet of fill exists in these areas. In the 1960s, low-income housing was developed in this area as part of the Garden Valley federal urban renewal project (Lytle 2012).
Previously Surveyed Areas and Previously Documented Archaeological Sites
The Ohio Historic Preservation Office’s Online GIS System shows several previously identified archaeological sites, surveyed areas, and cemeteries in or near the preliminary study corridor. These can be seen on Figure 5, which shows seven cemeteries, nine archaeological sites, and nine previously surveyed areas. The majority of these cemeteries, sites, and surveyed areas are not in or adjacent to the corridor; these will be documented here only to elaborate on land use history, current conditions, and/or the state of the archaeological record in this area of Cleveland.
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Previously surveyed areas, previously identified archaeological sites, and cemeteries in and a roundand the cemeteries in proposed and sites, project archaeological area. identified previously areas, 5. Previously surveyed Figure 11
Details of the nine archaeological sites, all recorded in the Ohio Archaeological Inventory (OAI), shown on Figure 5 are summarized in Table 2. Seven out of the nine are historic in nature, the remaining two are prehistoric. Only two of these sites are within the preliminary study corridor, sites 33CU323 (beyond the feasible alternative under consideration) and 33CU498 (a portion lies within the proposed footprint). Neither of these sites, however, is considered significant and no further archaeological investigations are required. Both of these sites will be discussed in further detail below.
Table 2. Outline of the archaeological sites shown on Figure 5; shaded sites are in the immediate project vicinity. OAI # Name Affiliation Artifacts Recovered Reference
33CU73 Sniper Site Prehistoric—Woodland Pottery, flakes Lee 1985 Prehistoric—Late Archaic 33CU86 Crompton Site 2 side-notched points Lee 1985 or Early Woodland Shaker Millrace 33CU196 Historic—19th Century Remnants of a mill race n/a Site Doan Block Hotel refuse: ceramics, glass, 33CU323 Historic—1870s to 1890s Brose and Lee 1985 Hotel Dump metal Dunham Tavern Ceramics, clay pipes, metal, 33CU324 Historic—1840s to 1870s Brose and Lee 1985 Grounds glass Bradley House Builder’s trench, cistern, 33CU327 Historic—1880s to 1960s Brose and Lee 1985 Grounds backyard Addison Avenue Ceramics, glass, wooden 33CU328 Historic—1860s to 1920s Brose and Lee 1985 House drain Historic—1913 to Ceramics, glass, plastic, wire Mustain, Terpstra and 33CU498 n/a present nails, brick frags Bennett 2006 Animal bones, seeds, bricks, 33CU500 n/a Historic—1880s to 1974 Bryant 2007 nails, glass, ceramics, buttons
Both prehistoric sites, 33CU73 and 33CU86, are located on terraces along the stream valley of Doan Brook, which is approximately 2800 feet east of the current preliminary study corridor. Site 33CU73 is a Woodland site comprised of pottery and chert flakes which, according to Lee (1985: 15), are a secondary deposit “eroding from the slumping south wall of the gorge below Fairmont Reservoir.” Site 33CU86 is identified as a Late Archaic site consisting of two Lamoka side-notched points, but Lee (1985) later determined that these were more likely Middle Woodland Chesser Notched points.
Sites 33CU196, 323, 324, 327, 328, 498, and 500 are comprised of historic artifacts (and sometimes modern materials) which range in date from the early 1800s to the present day. Two of the sites, 33CU196 (Shaker Millrace Site) and 33CU327 (Bradley House Grounds), record features rather than artifacts. Site 33CU196 is the remaining portion of a millrace that ran to a gristmill that once stood in a ravine to the west of the Kemper Road/Fairhill Road intersection. Site 33CU327 is an intact cistern, a builder’s trench, and the backyard of the Bradley House located at the northwest corner of 72nd Street and Euclid Avenue. Very little cultural material other than the features was recovered during shovel test unit excavation at this site.
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Sites 33CU323, 324, 327, and 328 are all documented in Brose and Lee’s 1985 A Model of Historical Sites Archaeology in the Inner City. Site 33CU323 falls within the preliminary study corridor and is located on the northwest corner of the Euclid Avenue/E. 105th Street intersection. In fact, this area is one of the few historically documented areas of early 19th Century development in the study corridor. The original intention of the archaeological testing in this area was to locate Job Doan’s barn, which would have dated to the mid-1820s. Instead, remains of a refuse dump associated with a hotel that stood on the site from the late 1800s/early 1900s was uncovered. No cultural material dating earlier than the hotel was located, and the artifacts found included stoneware crockery, yellow ware, salt glazed pottery, plain white glazed ironstone pottery, and beverage container glass. Materials relating to a garage built sometime between 1911 and 1932 were also recovered.
Sites 33CU324, 327, and 328 are not in or adjacent to the preliminary study corridor. Site 33CU327 is described above and is located approximately 1.4 mile west of the northern end of the preliminary study corridor. The Dunham Tavern Grounds, or 33CU324, is located approximately 1.4 mile west of the northern end of the corridor. While the original purpose of the excavations here was to locate the early log cabin thought to have been built here in the 1820, the site instead yielded historical archaeological materials that date to the 1840s and relate to a tavern that stood on the site. More recent materials dating to post-1930s filling and grading activities were also encountered. The Addison Avenue House, or 33CU328, was intended to locate a small frame single family residence built in the late 1860s. While some ceramic and glass materials were found that date to this period, the site was severely disturbed by grading and drainage repairs.
Site 33CU498 is located on the north side of Bower Avenue just east of the 55th Street intersection. A portion of this site lies within the proposed footprint of the Opportunity Corridor project. The site represents a scatter of modern (1913 to 1980) domestic refuse across a former residential lot and related to two residential structures that stood on the site in the early 20th Century. The artifacts were confined to a layer of fill measuring up to three feet thick. The entire site was also top-dressed with a thin layer of sand. At least the first 1.5 foot of the site was a mix of modern material and structural rubble. Today, the site has been eradicated by the construction of a bus loop and parking facility for an RTA station (Figure 6).
Finally, site 33CU500 is located approximately two miles west of the current preliminary study corridor. Phase I, II, and III investigations here identified two row houses and associated outbuildings/structures dating to the 1880s through the 1920s. The OHPO Online GIS System indicates that this site is eligible for inclusion on the National Register of Historic Places. This site is also within the boundaries of the Euclid Avenue Historic District (NR #07000524). Archaeological investigations were conducted by Gray & Pape, Inc., who used information from the excavations in an attempt to answer questions about the socioeconomic conditions of the occupants, the association between the main residence buildings and the outbuildings, and the nature of the archaeological record in urban Cleveland. In regards to the latter, they determined that the parking lot/urban setting of the site preserved the structural foundations of the residential row houses and the outbuildings, but that deposits were relatively mixed due to construction and demolition activity.
Several previously surveyed areas are located in this area of Cleveland, though the majority are not within or adjacent to the preliminary study corridor. There are a total of nine previously surveyed areas shown on Figure 5, which represent four archaeological surveys. The surveyed areas north of the study corridor, labeled 1-5, have already been discussed elsewhere in this study: Lee (1985) and Brose
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and Lee (1985). The remaining surveyed areas, labeled 6-9, are located at the southwestern end of the study corridor and represent the following two archaeological surveys.
David Bush (1978) conducted an archaeological survey for the I-490 Project, which was intended to connect I-77 at the E. 55th Street intersection to I-480 at the Broadway Road exit. Three alternatives were tested, the Erie-Lackawanna (labeled 8 on Figure 5), the Penn-Central (labeled 7 on Figure 5) and the Special Use Reversible (labeled 6 on Figure 5). The preliminary CUY-Opportunity Corridor study corridor overlaps with all three alternatives at its western end. According to Bush (1978), shovel test excavation, visual inspection, and interviews with residents indicated that there were no prehistoric or historic archaeological resources located within the project area due to construction activity and urban development.
Chuck Mustain (2000) conducted an archaeological survey for the Bessemer Avenue Extension project between E. 55th Street and E. 65th Street in Cleveland (Figure 5). It is located approximately 1800 feet south the preliminary CUY-Opportunity Corridor study corridor. Fieldwork for this survey included visual inspection and soil coring, which showed that the project area was largely disturbed by industrial development. Mustain concluded that no archaeological resources are located in the project area and recommended no further archaeological investigation.
Figure 6. Aerial photo (2012) showing the intersection of I-490, East 55th Street, Bower Avenue and the reported location of site 33CU498.
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ARCHAEOLOGICAL FIELD REVIEW
The Office of Environmental Services conducted an archaeological field review/disturbance assessment on two separate occasions: December 2011 and October 2012. These investigations were designed to: 1) document the condition and physical scope of the area; and 2) determine the need for further investigations and the types of investigations required. The investigations involved visual inspection, soil coring, and creating a photographic record of physical conditions and the disturbances encountered throughout the project area. These investigations were focused within the proposed project footprint and areas immediately adjacent to it. The field review summary is divided into three sections along the proposed preferred as outlined in the context and literature review sections of this report.
Western Section
The Western Section encompasses areas between the western terminus of I-490 and E. 79th Street. The area between East 55th and the Kingsbury Run Valley is dense residential development (Figure 7). From the Kingsbury Run Valley to East 79th, standing residential buildings are much lighter, a result of years of razing abandoned houses through these neighborhoods. Large areas of gravel parking (where houses once stood) and areas of extensive fill/dumping are present throughout this section (Figures 8). These disturbances continue to the bluff edge of the Kingsbury Run Valley (Figure 9). From East 75th Street to east 79th, the proposed roadway crosses open, grass covered lots containing the occasional house. Expansive areas of fill across this area (following Rawlings Avenue) were observed four to five feet above street level and portions currently used for parking (Figure 10).
Figure 7. Oblique aerial photo looking east showing portions of the Western Section.
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Figure 8. View looking southwest along East 68th Street toward Kinsman Road showing areas disturbed by gravel parking areas and fill.
Figure 9. View looking southwest showing areas previously disturbed by residential development and roadway construction. Kingsbury Run Valley is in the background.
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Figure 10. View looking east-northeast showing areas along Rawlings Avenue previously disturbed by fill.
Central Section
The Central Section extends from E. 79th Street to Quincy Avenue. The alignment crosses several areas of industrial development and associated parking lots. The new roadway will cross over East 79th across disturbed lots (fill and the former location of the Carlin Rivet Works) toward the former Van Dorn Iron Works, across the Norfolk Southern railway line, and through the former Glidden Varnish and Cleveland Rubber Company grounds. Many of these late 19th/early 20th Century industrial complexes are currently being demolished (Figure 11). Portions of this area were densely populated at one time with residences tightly spaced throughout. Furthermore, much of the residual area is vacant open space with the occasional abandoned house.
The new roadway then enters the former residential neighborhood of the Hungarian community once focused along Buckeye Road. The Opportunity Corridor project will impact approximately six square blocks of this once larger community. The neighborhood is bracketed east and west by the Nickel Plate mainline and Tennyson Road and north to south by Buckeye Road and the Norfolk Southern railway line. Western portions of the Hungarian neighborhood have been eradicated by industrial development, particularly southwest of Evins Avenue and Evarts Road. Evidence of structure removal and subsequent filling is present across the entire neighborhood. Review of aerial photography as late as the 1970s indicated that the majority of residences in this area have been removed. Large areas of fill (i.e. four to six feet) cover former lots between Lisbon Road and Grand Avenue. On the northwest corner of Evins Avenue and Grand Avenue exists a gravel parking area situated on fill covering five to six residential lots along Grand Avenue (Figure 12). At the rear of this parking area lies approximately six feet of fill (composed mainly of stone, concrete, rubble, and industrial and residential refuse) [Figure
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13]. Directly east of Grand Avenue and south of Evarts Road is a large parking lot/service area for the former Eberhard Manufacturing Company. This lot composed of modern fill lies between two to three feet above street level. The northeast corner of Grand Avenue and Evarts Road (north of the former Eberhard Manufacturing) contains a house depression on the first lot. Structures on the second through fourth lots have been razed and the lots filled with three feet of rubble fill (Figure 14). The rear of these lots have been recently disturbed (bulldozed when the houses were removed and again during leveling of the fill).
Figure 11. Aerial photo (2012) showing the demolition of the industrial complexes in the Central Section (lower left and lower right) and typical modern land-use patterns in the former Hungarian neighborhood (upper right).
Only one residence exits on the west side of Tennyson Road; all other structures have been removed within the last 30 to 40 years. With the aid of soil coring, multiple episodes of fill were observed south of Buckeye Road: the first three lots with two to three feet; the next eight (approximately) with four to five feet (Figure 15). The uppermost layer of fill consisted of a light yellowish brown sandy soil with rubble (mainly residential debris) and refuse (Figure 16). Brick pavers and concrete block in the rear of the lots suggest garages or large outbuildings (storage sheds) resided on the edges. Sanborn mapping confirms that by 1912, several lots contained structures in these areas. Those soil cores able to reach below the depths of the fill and not come into contact with former structures encountered 1.4 feet of very loose, very dark gray soil with a large amount of cinder and rock (Figure 17). Brick fragments and rock were prevalent at the bottom of the core. Rock or concrete inhibited coring to further depths. The eastern stretch of the Central Section (areas between Woodland Avenue and Quincy Avenue) has been extensively disturbed by industrial development, an auto salvage yard and a construction material storage yard (Figure 18).
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Figure 12. View looking north-northeast showing areas previously disturbed by parking lot construction.
Figure 13. View looking north showing areas between Grand Avenue and Lisbon Road disturbed by fill.
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Figure 14. View looking northwest showing areas disturbed by multiple episodes of filling activity.
Figure 15. View looking north from Tennyson Road showing areas of new fill and a small unfilled depression over older episodes of fill.
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Figure 16. View looking southwest along Tennyson Road showing areas of fill.
Figure 17. Photograph of a soil core showing typical disturbed soil profile encountered below fill layer.
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Figure 18. Oblique aerial photo looking north showing the eastern portion of the Central Section and areas between Woodland Avenue and Quincy Avenue.
Eastern Section
The eastern section of the proposed project encompasses areas along East 105th Street between Quincy Avenue and Chester Avenue. Extensive residential and commercial development exists on either side of east 105th to the University Hospital area on the northern end of the project (Figure 19). Minor strip right-of-way (at the most) will be taken from areas adjacent to the existing right-of-way previously disturbed by modern commercial and residential development, roadway construction, and underground utility installation (Figures 20 and 21). Therefore, the proposed construction would only impact the front of residential and commercial lots along East 105th Street, which have already been previously disturbed by roadway and underground utility work. The extent of ground disturbance in these areas preclude the presence of intact archaeological deposits.
Areas around Doan’s Corners (East 105th and Euclid Avenue) have been extensively disturbed by waves of redevelopment associated with early 20th Century commercial properties and hospital expansion and development (see Figure 19). While Doan’s 1799 cabin was located to the east of the
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Figure 19. Oblique aerial photo looking east showing areas along East 105th Street disturbed by modern development.
Figure 20. View looking north along East 105th Street just north of the Norman Avenue/East 105th Street intersection.
Figure 21. View looking south along East 105th Street at its intersection with Euclid Avenue.
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project area (in the northwest quadrant of present-day Euclid Avenue and Stokes Boulevard), an 1830s stone school house was reported as being situated in the northwest quadrant of East 105th and Euclid Avenue (Rose 1950). Review of the 1903 15’ topographic map shows several buildings around East 105th and Euclid. One is obviously the Doan Block Hotel, the dump of which Brose and Lee (1985) encountered and investigated. By 1963, a very large building is depicted and encompasses nearly the entire quadrant. The 1994 7.5’ USGS topographic map depicts another, smaller building at the location. Today, the Ronald MacDonald House occupies more than half of the block (see Figure 19; Figure 22). Therefore, at least four waves of commercial development have occurred in the vicinity of the East 105th Street/Euclid Avenue intersection, precluding any intact remains relating to early 19th Century settlement and use of the area. Areas where temporary right-of-way is needed north of Euclid Avenue and Chester Avenue have been further disturbed by recent landscaping activities (Figure 23).
Figure 22. View looking south across a portion of the Ronald McDonald House toward Euclid Avenue.
Figure 23. View looking northeast toward East 105th Street from its intersection with Chester Avenue.
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Discussion
The vast majority of the project area has experience several waves of redevelopment. Across the entire project area, extensive ground disturbance and human altered/transported soils are evident. The USDA/SCS soil survey confirms these disturbances in its documentation and description of the urban soils and udorthents found throughout the area. Archaeological remains in such a context will be limited to architectural debris brought in with full or articles from a homogenous, post-industrial origin. Based on the context provided in this report and the results of the archaeological field review, common use of privies and wells is unlikely. Locating and investigating such features are made even more difficult by the extensive fill applied to the area, particularly in the Buckeye Road neighborhood. Based on these findings, no further archaeological investigations are recommended for the proposed Opportunity Corridor project as currently planned.
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SUMMARY AND RECOMMENDATIONS
An archaeological resource review and disturbance assessment was conducted by the Ohio Department of Transportation, Office of Environmental for the proposed Opportunity Corridor project. The Opportunity Corridor project study area was divided into three sections (western, central, and eastern) and a historic context was developed for each section. Two previously recorded archaeological sites were identified in the vicinity of the project area during the literature review, but only one was located in the proposed footprint. Site 33CU498, a modern-era domestic refuse scatter, has been eradicated by the construction of an RTA bus loop and parking facility. Background research also identified two prominent historic themes: the history of Nathanial Doan and Doan’s Corner in the Euclid Avenue/East 107th Street area (eastern section) and the history of a former Hungarian neighborhood located near Buckeye Road (central section). These two themes were investigated further by the Office of Environmental Services once a preferred alignment was identified.
Review of aerial photography and cartographic resources suggests the entire project area has been heavily developed and redeveloped over the last 60 years. An archaeological field review performed in December 2011 and October 2012 confirmed widespread disturbance as a result of industrial, commercial, and residential development, transportation development and construction, cut- and-fill activities, and storage yard development. No further prehistoric archaeological investigations are recommended.
The area of Doan’s Corner at the eastern termini has been thoroughly disturbed, specifically as a result of Hospital expansion and development (along with associated underground utilities). Inspection of the project area (the footprint of the proposed project) through the Hungarian neighborhood/Buckeye Road area determined that three to six feet of fill had been placed across the area, specifically between Grand Avenue and Tennyson Road. Several houses in the area had been recently razed and evidence of bulldozing was observed across the area as well.
Based on the amount of disturbance documented in the area and the nature of urban land and udorthents, archaeological remains would consist mainly of mixed, post-industrial and modern deposits with no real physical distinction between traditional/cultural expressions in the archaeological record. Much of the fill observed during the field review contained construction debris from the razing of structures both within the area and outside, which was brought in with fill, subsequently creating a blended archaeological context.
Background research also reveals a substantial amount of documentation on the material culture of the Hungarian population and the daily life in the Buckeye Road area. Further archaeological investigations along the proposed project’s footprint in the Buckeye Road area are unlikely to yield significant information beyond that which other researchers have presented. Therefore, no further archaeological investigations are recommended. However, this recommendation does not preclude the existence of significant archaeological remains in other areas beyond the preferred alternative relating to the Hungarian population and earlier patterns of land-use over the last 12,000 years. It is likely, that important information can be recovered in other, better preserved parts of the neighborhood. Therefore, if the scope of the proposed Opportunity Corridor project changes, further archaeological consideration would be required.
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REFERENCES
Alewitz, S. 1996 Sanitation. In, The Encyclopedia of Cleveland History, edited by J. Grabowski, D. Van Tassel. Indiana University Press, Bloomington Indiana.
Badal, J. J. 2001 In the Wake of the Butcher: Cleveland’s Torso Murders. Kent, OH: Kent State University Press.
Brockman, S. 1998 Physiographic Regions of Ohio (map). Division of Geological Survey, Ohio Department of Natural Resources, Columbus.
Brose, D. 1996 Prehistoric Inhabitants. In, The Encyclopedia of Cleveland History, edited by J. Grabowski, D. Van Tassel. Indiana University Press, Bloomington Indiana.
Brose, D. S. and A. M. Lee 1985 A Model of Historical sites Archaeology in the Inner City. Unpublished research report on file at the Ohio Historic Preservation Office.
Bryant, D. 2007 Phase II National Register Evaluation and Phase III Data Recovery of Archaeological Site 33CU500 Cuyahoga County, Ohio. Unpublished research report on file at the Ohio Historic Preservation Office.
Bush, D. R. 1978 An Assessment of the Archaeological Resources for the Proposed I-490 Project, Cuyahoga County, Ohio. Unpublished research report on file at the Ohio Historic Preservation Office.
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Grabowski, J. and D. Van Tassel 1996 Encyclopedia of Cleveland History, Indiana University Press, Bloomington, IN.
Kennedy, J. H. 1896 History of Cleveland. Cleveland, OH: The Imperial Press.
Lee, A. M. 1985 Archaeological Reconnaissance in the Cedar/Fairhill Project Area, Cleveland, Ohio. Unpublished research report on file at the Ohio Historic Preservation Office.
27
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28
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29
Appendix A
Preliminary Schematic Plan Sheets for the Opportunity Corridor Project
Legend 130 109 137 121 138 Opportunity Corridor Study Area 141 Opportunity Corridor Alignment 144 120 145 Study Area Parcels (08-2012) 126 Recommended Preferred Alternative 118 133 93 98 117 Study Area Structures Preliminary Right-of-Way 131 101 116 Type Temporary Right-of-Way 104
Church Proposed Edge of Pavement 82 106 107 113 72 84 111 108 74 Commercial Proposed Sidewalk 90 85 115 77 94 Kinsman Rd 119 Residential Proposed Multi-Purpose Path 81 97 123 124 86 100 125 Impacted Structure Proposed Bridge 69 103 127 68 88 70 92 105 ID Number (corresponds to information in Table) 71 96 132 139 ## 134 140 73 110
75 112 76 114 79 80 122 83 87 128 Berwick Rd 89 91 135 95 129 99 136 102 E 55th St E
64 65 62 63 61 60 59 58 57 55 53 66 52
50 67 78 51 Butler Ave
3
1
49 47
46 E 64th St
45 7
42
36 5
33
30
21
19 54 18 16
Bower Ave
9
43
35
32 29 10 20 8 24 39 11 23 38
4 12 57th St E 25 37 2 15 26 41 13 27 40
28
6
44
34 17 14 22 31 Francis Ave E 59th St E
Date: 9/7/2012
CUY - Opportunity Corridor Prepared by: TVF Right of Way Impacts: (PID 77333) Note: 0 100 200 400 Feet Page 1 of 6 Cleveland, OH GIS data used to create this map are from the best sources available. Use of this map should be used only for planning purposes. N Aerial image is dated (circa 2011) and is shown only for illustrative purposes. Existing structures were confirmed through a field visit performed on 08/02/2012. 265
218
Legend Opportunity Corridor Study Area Opportunity Corridor Alignment Study Area Parcels (08-2012) Recommended Preferred Alternative 285 Study Area Structures Preliminary Right-of-Way Type Temporary Right-of-Way Church Proposed Edge of Pavement Commercial Proposed Sidewalk Residential Proposed Multi-Purpose Path Impacted Structure Proposed Bridge ## ID Number (corresponds to information in Table) 298 E 79th St E E 75th St E
289
Grand Ave
183 196 259
E 73rd E St 262
226 267
198 286
143
300 299
193 297
238 240 244
216 231 235
220 224 221 215
204 208
206 181
177
295
292 294
287 290 174 167
166 195 260
147
148
149
247 150 194 202 228 253 271
151 185
152 175
153 176 155 165 199 157 212 251 269 142 164 172 179 188 201 211 158 252 273
162 189 245
180 248 234 237 242
227 217 229 232
225 210 213 214 222 223
200 219 205
169 207
293
291 288 272 296 161 258 159 182 191 249 163 171 178 197 203 270 168 130 173 184 154 109 137 156 170 186 261 283 121 138 141 250
144 160 187 257 282
241
243
236 246
239 233 120 145 230 190 275 118 126 133 277 98 117 192 209 280 131 101 116 281 104 Wagner Ave 256 276 Colfax Rd 266 106 255 107 113 111 108
115 268 Kinsman Rd 119 263 97 279 123 124 100 125 254 274 103 127
105 278 139 96 132 264 134 110 140 284
112 114
122 Date: 9/7/2012 CUY - Opportunity Corridor Prepared by: TVF Right of Way Impacts: (PID 77333) Note: 0 100 200 400 Feet Page 2 of 6 Cleveland, OH GIS data used to create this map are from the best sources available. Use of this map should be used only for planning purposes. N Aerial image is dated (circa 2011) and is shown only for illustrative purposes. Existing structures were confirmed through a field visit performed on 08/02/2012. 360
357
399
398
415
412
410
407
402
385
376
372 370 368 391 393 353 Legend 378 396 381 363 392 Opportunity Corridor Study Area 375 349
Opportunity Corridor Alignment 87th St E 364 379 389 Study Area Parcels (08-2012) Recommended Preferred Alternative 362 Kennedy Ave. 366 380 Study Area Structures Preliminary Right-of-Way
358 367 Type Temporary Right-of-Way 377 334 361 365 382 335 359
Church Proposed Edge of Pavement 369 340 342
373
371 265 Commercial Proposed Sidewalk E 89th St E 374 Residential218 Proposed Multi-Purpose Path 384 Impacted Structure Proposed Bridge 347 ## ID Number (corresponds to information in Table) 345
Lisbon Road 326 Grand Ave 386
390
343 350 395 325 333 397 341 400 323 331 285 322 330 Buckeye Rd403 321 339 337 319 348 328 336 Tennyson Rd 346 310 327 344 320 324 356 309 355 354 312 318
315 Evarts Ave 298 316
317 E 79th St E 329 313 289
307
259
262 267 308
286
301
300
303 304 305
297 299 302
295
292 294 290 260 287
253 271 306 251 269
252 273 314
293
291 288 272 296 258 270 Rawlings Ave 311
261 283 257 282 275 Date: 9/7/2012
CUY - Opportunity Corridor Prepared by: TVF Right of Way Impacts: (PID 77333) Note: 0 100 200 400 Feet Page 3 of 6 Cleveland, OH GIS data used to create this map are from the best sources available. Use of this map should be used only for planning purposes. N Aerial image is dated (circa 2011) and is shown only for illustrative purposes. Existing structures were confirmed through a field visit performed on 08/02/2012. Legend
437 Opportunity Corridor Study Area Opportunity Corridor Alignment Study Area Parcels (08-2012) Recommended Preferred Alternative Study Area Structures Preliminary Right-of-Way Type Temporary Right-of-Way Church Proposed Edge of Pavement Commercial Proposed Sidewalk Residential Proposed Multi-Purpose Path Impacted Structure Proposed Bridge 425 ## ID Number (corresponds to information in Table) E 93rd E St 431
426 E 89th St E
405 423 424
388 417
405
416 404
418 422
414
411 413
409 408 419 401 420 406 421 383
Woodland Ave
394
387 360
357
399
398 415
412
410
407
402
385
376
372 370 368 391 393 378 396 381 363 392 375 364 379 389 Date: 9/7/2012
CUY - Opportunity Corridor Prepared by: TVF Right of Way Impacts: (PID 77333) Note: 0 100 200 400 Feet Page 4 of 6 Cleveland, OH GIS data used to create this map are from the best sources available. Use of this map should be used only for planning purposes. N Aerial image is dated (circa 2011) and is shown only for illustrative purposes. Existing structures were confirmed through a field visit performed on 08/02/2012. Carnegie Carnegie Ave Quincy Quincy Ave
Legend Opportunity Corridor Study Area Opportunity Corridor Alignment Study Area Parcels (08-2012) Recommended Preferred Alternative Study Area Structures Preliminary Right-of-Way Type Temporary Right-of-Way Church Proposed Edge of Pavement Quebec Quebec Ave Commercial Proposed Sidewalk Residential Proposed Multi-Purpose Path Impacted Structure Proposed Bridge ## ID Number (corresponds to information in Table)
434 433 437 436 439 443 430
445 447 446
453
452 454 461
458 460 463 456 464 465 457 448 455 459 462
466
480 481 468 477 476
478 469 471 475 482
486 474 485 473
484 470 483 479 489 467
490
492 494 491 487 488 434 493 495
E 105th St
498 509 511
510 505
508 507 496
506 517
518
512 515 516 499 514 500
521 520 523
526
530
502 528 533 532
535 531 527 534 537 536 546 543 544 545
547 548
549
550 Cedar Ave Cedar
551
Date: 9/7/2012 N
CUY - Opportunity Corridor Prepared by: TVF Right of Way Impacts: (PID 77333) Note: 0 100 200 400 Feet Page 5 of 6 Cleveland, OH GIS data used to create this map are from the best sources available. Use of this map should be used only for planning purposes. Aerial image is dated (circa 2011) and is shown only for illustrative purposes. Existing structures were confirmed through a field visit performed on 08/02/2012. 552
Carnegie Carnegie Ave Chester Ave Chester
Legend Euclid Ave Opportunity Corridor Study Area Opportunity Corridor Alignment Study Area Parcels (08-2012) Recommended Preferred Alternative Study Area Structures Preliminary Right-of-Way Type Temporary Right-of-Way Church Proposed Edge of Pavement Commercial Proposed Sidewalk Residential Proposed Multi-Purpose Path Impacted Structure Proposed Bridge
## ID Number (corresponds to information in Table) 428 429
427
440 438
435
441 442 430
449 450 444 451 432
472 501
504 519 513
516 525 522 524 497
529 503
528 537
540
539
538 542 541 546
548
Date: 9/7/2012 N
CUY - Opportunity Corridor Prepared by: TVF Right of Way Impacts: (PID 77333) Note: 0 100 200 400 Feet Page 6 of 6 Cleveland, OH GIS data used to create this map are from the best sources available. Use of this map should be used only for planning purposes. Aerial image is dated (circa 2011) and is shown only for illustrative purposes. Existing structures were confirmed through a field visit performed on 08/02/2012.
Appendix B
Oblique Aerial Photos taken in Fall 2012
The number of vacant parcels increases at the northern edge of the St. Hyacinth neighborhood. Large amounts of vacant land with isolated residential and commercial structures are present in the area near E 79th Street and Rawlings Avenue. Abandoned and partially demolished industrial properties are present in the Grand Avenue and Lisbon Road areas between Buckeye Road and E 79th Street. Polluted Industrial property within the project’s footprint would be mitigated in accordance with the local, state and federal laws. Vacant land and scattered residential and commercial development is present along E 105th Street between Quincy Avenue and Cedar Avenue. The Norfolk‐Southern, CSX and GCRTA rail lines add complexity to the roadway network near E105th Street and Quincy Avenue. Large institutional and residential development has occurred in the Greater University Circle area.