Cleveland Complete and Green Streets Typologies Plan

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t l s C Typologies Plan - 8/20/2013 CITY OF CLEVELAND, OHIO Acknowledgements

The City of Cleveland appreciates the efforts of the stakeholders who participated in the development of this Com- plete and Green Streets Typologies Manual. Their creativity, energy, and commitment to a more sustainable and thriving Cleveland provided valuable input for this document and helped to shape Complete and Green Streets in Cleveland. Participation from City staff, local organizations, and Cleveland citizens, as well as generous funding from the Greater Cleveland YMCA made this project possible.

Special thanks to the members of the Cleveland Complete and Green Streets Task Force, listed below, whose contin- ued efforts helped to guide the development of this manual.

Cleveland Complete and Green Streets Task Force

Darnell Brown – Chief Operating Officer, City of Cleveland Robert Brown – City Planning Commission, City of Cleveland Marty Cader – City Planning Commission, City of Cleveland Barb Clint – Cleveland YMCA Andrew Cross – Traffic Engineering, City of Cleveland Matt Gray – Mayor’s Office of Sustainability, City of Cleveland Michelle Harvanek – Mayor’s Office of Sustainability, City of Cleveland Rob Mavec – Commissioner of Traffic Engineering and Streets, City of Cleveland Jenita McGowan – Chief of Sustainability, City of Cleveland Jacob VanSickle – Bike Cleveland Perrin Verzi – Division of Parks, Maintenance and Properties, City of Cleveland Jomarie Wasik – Mayor’s Office of Capital Projects, City of Cleveland

Consultant Team

Craig Williams - Alta Planning + Design Jack Cebe - Alta Planning + Design Brice Maryman - SVR Design Company Tom von Schrader - SVR Design Company Matt Hils - Behnke Landscape Architecture Nancy Lyon Stadler - Michael Baker Corporation

Cover Photo: Euclid Ave in Cleveland. Steven Litt, Art and Architecture Critic at The Plain Dealer Table of Contents Photo: Cleveland Skyline. Courtesy of Tom Baker 2 | COMPLETE AND GREEN STREETS GUIDELINES Table of Contents

Chapter 1 - Introduction Chapter 3 - Cleveland Typologies Overview - p. 4 Overview - p. 20 Project Background - p. 4 Typology Examples - p. 20 Cleveland Complete and Green Streets Typologies Goals Typology Cutsheets - p. 24 The Need for Complete Streets Typology Maps - p. 40 Intent and Use of the Guide Planning Process - p. 7 Appendix A - Results of Complete and Green Stakeholder Workshop Streets Typologies Workshop - p. 48 Complete Streets Plan Peer Review Appendix B - Table of Prototypical Complete Chapter 2 - Complete and Green Streets Elements Overview - p. 10 and Green Streets - p. 76 Design for Pedestrians - p. 10 Design for Bicyclists - p. 11 Transit Design - p. 12 Traffic Calming Treatments - p. 13 Intersection Improvements - p. 14 Green Infrastructure for the Right of Way - p. 16

2 0 1 3 | 3 CITY OF CLEVELAND, OHIO Chapter 1 - Introduction

In Cleveland, like most of the United States and bank erosion. Instead it focuses on efforts to destrians, cyclists, motorists and transit while since the end of WWII, automobiles were given retain and treat – or even eliminate – runoff at the also creating opportunities for the develop- priority in the design of streets. This means that source through cost-effective green infrastruc- ment of sustainable solutions and their appli- streets are primarily designed for cars and not ture, improving water quality and complement- cation to urban streets in accordance with best for walking, bicycling and transit, or the natural ing Complete Streets efforts.1 management practices in green infrastructure. environment. By contrast, the concept of Com- plete and Green Streets takes into consider- This Plan is presented in the following chapters: The ordinance was crafted by the Complete and ation context, roadway users and environmen- Green Streets Task Force (CGST). This same Task tal concerns to ensure that streets are designed Chapter 1 provides background information Force initiated the Typologies project to create to reasonably balance the needs of all roadway about the Typologies and the planning process an agreed-upon framework for decision mak- users and uses. There are additional benefits of that contributed to the development of this ing in the right-of-way that is in compliance increased health, safety, and environmental im- Plan. with the City’s Complete and Green Streets Or- provements. dinance. This guiding document will allow the Euclid Ave. in Cleveland is a good example of an existing Chapter 2 provides an overview of what the City and other stakeholders to understand the complete and green street: one that gives equal consider- The purpose of the Cleveland Complete and City, planners and developers should consider preferred designs and the criteria for imple- ation to all users and addresses sustainability. Green Streets Typologies Manual is to provide when planning a Complete Street and the dif- menting those designs in the right-of-way. a framework and guide for Cleveland to use ferent treatments that can be applied to Cleve- Overview in its efforts towards developing a network of land’s streets to make a street more “complete.” In addition to the Complete and Green Streets Complete and Green Streets throughout the Ordinance, City Council passed a bicycle trans- City streets serve a multitude of functions: pro- Chapter 3 presents the street typologies devel- City, for the benefit of all residents and visi- portation safety ordinance in June 2012 to help viding access to places, goods and services, oped for Cleveland and potential treatments tors. protect cyclists on the road. Among other fea- serving as public space, capturing, channeling appropriate for each. This section also presents and sometimes filtering stormwater, and serv- tures, the policy requires motorists overtaking Definition of Complete and Green Streets: maps that show Complete Streets typologies a bicycle proceeding in the same direction to ing as corridors for key utility systems. Streets applied to the entire Cleveland street network. are such an integral part of everyday life, it is Complete Streets are streets for everyone. They leave a safe distance, not less than 3 feet, when important that we maximize their value and are designed and operated to enable safe access Project Background passing (commercial vehicles required to leave their safety. Because Cleveland’s streets make for all users. Pedestrians, bicyclists, motorists, and at least 6 feet). up a large portion of the urban landscape and public transportation users of all ages and abili- The City of Cleveland is committed to becom- As one sign of progress, the League of Ameri- are the main way in which the City channels ties are able to safely move along and across a ing a more bicycle and pedestrian-friendly can Bicyclists has recognized Cleveland as a stormwater, it is also important that they are complete street. Complete Streets make it easy community, while reducing its ecological foot- Bronze level Bicycle Friendly Community (BFC). ecologically sound and energy efficient. to cross the street, walk to shops, and bicycle to print. These commitments, combined with work. They allow buses to run on time and make it world-class service provided by the Greater The Bronze BFC award highlights our commu- Cleveland’s streets take several forms and serve safe for people to walk to and from train stations. Cleveland RTA, are putting Cleveland on a path nity’s commitment to improving conditions several functions in terms of how they are used to a sustainable transportation network. for bicycling through investment in bicycling for transportation and public space. They can Many elements of street design, construction, and promotion, education programs, infrastructure provide a safe, peaceful route for children to operation can work in favor of achieving both In September 2011, the City of Cleveland and pro-bicycling policies. walk or bicycle to school; a way for employees Complete Streets that work for all travelers and passed Ordinance 798-11 which states that the to get to work by bicycle, automobile or public ‘green’ streets that serve environmental sustain- City of Cleveland is committed to the creation Cleveland Complete and Green transit; a place for residents and visitors to shop, ability. Of particular concern are drainage and of a network of Complete and Green Streets Streets Typologies Goals stormwater runoff issues too common in tradi- that will improve the economic, environmental dine or just sit and relax; and corridors that The primary goals of the Cleveland Complete tional streets. Optimal stormwater management and social well-being of its citizens. Cleveland’s move people and goods efficiently. When total and Green Streets Typologies are as follows: preference is given to a particular use, this usu- looks beyond simply removing rainfall as quickly network of Complete and Green Streets will ally comes at the expense of other uses. There- as possible, which risks negative environmental provide safe and desirable travel for users of fore, Cleveland’s streets should be designed to impacts associated with both stormwater quality all ages and abilities by promoting alternative give sufficient consideration to all uses. and quantity, like polluted runoff, sedimentation, modes of transportation to accommodate pe-

4 | COMPLETE AND GREEN STREETS GUIDELINES

“Two-thirds of adults and one-third of The Need for Complete Streets children are overweight or obese. Left un- The benefits of Complete Streets within checked, obesity’s effects on health, health communities are numerous and have been care costs, and our productivity as a nation documented by planners, engineers, state could become catastrophic”. legislatures, non-profit coalitions, state and county health departments, and others. In May 2012, the Institute of Medicine com- The National Complete Streets Coalition mittee released Accelerating Progress in (www.complete streets.com) has published Obesity Prevention and offered five rec- fact sheets on the many direct and indirect ommendations along with strategies for benefits Complete Streets provide. Some implementation. of the benefits that Cleveland can expect to realize in the implementation of the Com- “Recommendation 1: Communities, trans- plete Streets Plan and Ordinance include portation officials, community planners, the following: health professionals, and governments should make promotion of physical activity a priority by substantially increasing Healthy and Livable Communities access to places and opportunities for such Today, many local governments and businesses traffic, help regulate vehicle speeds to appropri- going 40 mph will die; at 30 mph the likeli- activity. “ are facing a crisis as they attempt to cope with ate levels for the corridor’s function, and reduce hood of death is 40 percent. At 20 mph, the the growing healthcare costs associated with the number of cars on the road as some motor- fatality rate drops to just 5 percent.” “Strategy 1-1: Enhance the physical and chronic diseases, many of which are prevent- ists become choice pedestrians, bicyclists, and built environment.” (Institute of Medicine, able. Obesity and sedentary lifestyles are major transit riders. Roadway design and engineering approaches 2012)2 contributors to chronic disease for both adults commonly found in complete streets create and children. Improved Safety long-lasting speed reduction. Such methods • Build upon the vision and requirements include enlarging sidewalks, installing medi- contained in the Complete and Green The public health community recognizes that ans, and adding bike lanes. All road users - mo- A recent review of bicyclist safety studies Streets Ordinance. nonmotorized or “active” travel helps citizens found that the addition of well-designed torists, pedestrians and bicyclists - benefit from meet recommended levels of physical activity, slower speeds. • Provide a practical, cost-effective, guide to bicycle-specific infrastructure tends to thereby reducing the risk of chronic disease roadway infrastructure investments that 3 reduce injury and crash risk. On-road bicycle and associated health care costs. In 2009, the 5 Improved Access provide safety, convenience and comfort lanes reduced these rates by about 50%. Centers for Disease Control and Prevention for all transportation modes and users. Access to jobs, education, grocery shopping, (CDC) released Recommended Community healthcare, and other destinations is vital in our • Create approaches tailored to existing con- Strategies and Measurements to Prevent Obe- Streets without safe places to walk, cross, catch urban areas. In Cleveland, about 25% of house- ditions in Cleveland and to community ob- sity in the United States, a report recommend- a bus, or bicycle put people at risk. The National holds do not own a car. In addition, many se- ing Complete Streets policy adoption as a strat- Complete Streets Coalition publishes some so- niors and disabled Clevelanders are limited in jectives; and provide a catalogue of best 4 practices for Complete and Green Streets egy for obesity prevention. Complete Streets bering national statistics:5 their ability to drive. Creating safe streets allows design that builds upon current Cleveland are a way of providing an environment that will access and travel by pedestrians, wheelchair practices with nationally accepted best encourage and promote healthier, more active “Pedestrian crashes are more than twice as like- users, cyclists, transit users and builds a more practices. lifestyles for residents. ly to occur in places without sidewalks; streets livable, accessible community for people of all with sidewalks on both sides have the fewest ages, abilities, and income levels.6 • Build consensus and remove barriers be- Air Quality crashes. Of pedestrians killed in 2007 and 2008, tween City government departments and Reducing congestion along a roadway results more than 50% died on arterial roadways, typi- Changing demographics external stakeholders in implementing in less vehicle idle times, thus reducing smog cally designed to be wide and fast. More than America’s young people, including the ‘Gen- Complete and Green Streets in Cleveland. and ground level ozone, which are both large 40% of pedestrian fatalities occurred where eration Y’ and the maturing ‘Millennials’, are contributors of greenhouse gases. Complete no crosswalk was available...Speed reduction decreasing the amount they drive and increas- • Serve as a tool for the efficient pre-planning Streets-designed corridors improve traffic flow has a dramatic impact on pedestrian fatalities. ing their use of transportation alternatives.7 Na- of roadways, a guide that sets internal and by lessening the stop-and-go pace of vehicular Eighty percent of pedestrians struck by a car tional Household Transportation Survey Data external expectations for Cleveland’s roads.

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Young people’s transportation priorities and • Between 2002 and 2009, $1.9 billion in de- green.” These guidelines will allow designers The estimated replacement cost of Port- preferences differ from those of older genera- velopment occurred in the University Circle and citizens to use a common language while land’s entire 300+ mile bikeway network— tions. Preferences for living in places where district on Euclid Avenue, including the ad- working together to create roadways that meet acknowledged as the best in North Ameri- they can easily walk, bike or take public trans- dition of 22,000 square feet of retail space. the current and future needs of Cleveland’s ca—is approximately $60 million (in 2008 portation are clearly exhibited by a recent communities. dollars), which is roughly the cost of one study by the National Association of Realtors. • It has also spurred the creation of 5,000 jobs mile of four-lane urban freeway. Environmental consciousness is also becom- since 2005. Future Considerations The monetary investment on bicycle specific ing more evident with nearly twice as many The typologies developed for this document infrastructure represents just less than one 18 to 34 year olds stating that they drive less Intent and Use of the Guide are intended to show what improvements can percent of the funding the metropolitan to protect the environment than older genera- be made to Cleveland’s streets with a focus on The Cleveland Complete and Green Streets area spent on transportation between 1995 tions (16 percent versus 9 percent). The trend the near future. Typologies show what treat- Guidelines will provide a toolbox for those who and 2010.8 toward reduced driving among young people ments can be applied to Cleveland’s streets is likely to persist as a result of technological ad- design, build and maintain streets, as well as without changing the curb-to curb width of the citizens who live and travel on those streets. compared between 2001 and 2009 has shown vancements that reduce the need to travel and street, making it feasible that many of the im- increased legal and financial barriers to driving. provements shown in this Plan can be included that America’s 16-34 year olds are driving less For designers, the typologies and guidelines as a part of roadway resurfacing or restriping and walking, bicycling and taking transit more. presented in this Plan do not dictate rigid stan- Economic Development projects. Roadway resurfacing projects provide Downtown Cleveland’s population grew 96% dards for roadway design; rather, they provide over the last 20 years with residential totals in- a quick and relatively inexpensive means of In Cleveland, Euclid Avenue and its Healthline examples of appropriate design elements and creasing from 4,651 to 9,098. Downtown resi- implementing changes to the roadway; road- is a Complete and Green Street which includes dimensions used in unison, depending on the dential occupancy rates now stand over 95% way re-engineering projects such as those that Bus Rapid Transit, bicycle lanes, hundreds of location of the roadway, its function and the and developers are eagerly looking to meet widen or add lanes tend to be more costly and trees and green medians, and enhanced pe- nature of the surrounding area. The typologies residential demand. The majority of the popu- occur less frequently. destrian infrastructure. The HealthLine’s role in presented in this plan do not necessarily lation increase is made up of 22 to 24-year olds Euclid Avenue’s revitalization has been dem- show what treatments should be applied to (51%). Closely followed by 25 to 34-year olds.9 However, roadway contexts and uses change onstrated in a ﬁrst year ridership increase of 46 a particular roadway, but rather what treat- over time, as well as accepted best practices. percent over the previous year’s bus service, ments can be applied to a particular road- For example, the City may see it necessary in moving 3.8 million people. Ridership has con- way. Further planning studies, engineering the future to recommend making changes to sistently increased ever since. Even before start- studies and outreach should be conducted the overall width of some of its roadways due ing operations, the Healthline helped spur $4.3 to weigh all available options and the de- to changes in context. billion in development projects in the corridor. sired balance of transportation modes. Key accomplishments include the following: The City may update this document to ensure The Complete Streets elements presented in that guidelines remain relevant especially if • The $200 million investment in the Health- this document are compliant with nationally changes are made to the Bikeway Master Plan, Line BRT project attracted at least $4.3 bil- accepted best practices such as the AASHTO and other citywide planning documents. lion in development investment. Guide for the Development of Bicycle Facilities (2012), the NACTO Urban Bikeway Design Guide • Development activity along Euclid Avenue (2012), the AASHTO Guide for the Planning, De- resulted in the clean‐up and redevelop- sign and Operation of Pedestrian Facilities (2004) ment of numerous vacant and abandoned , ITE and CNU’s Designing Walkable Urban Thor- properties and infrastructure. oughfares: A Context Sensitive Approach (2010), and the Manual on Uniform Traffic Control De- • The Institute for Transportation and De- vices (2009) velopment Policy rated the HealthLine as the best BRT line in the country based on For citizens, the Complete Streets Guidelines service planning, infrastructure, station de- are intended to be an accessible and easy to sign, quality of service, and access. understand document that show potential im- Graphic Source: Robert Wood Johnson Foundation (www. provements that can be applied to Cleveland’s newpublichealth.org) streets to make them more “complete. and

6 | COMPLETE AND GREEN STREETS GUIDELINES

Figure 1.1 - Review of Street Characteristics Considered in Complete Streets Typologies of Peer Cities

Street Typology Characteristics

The roadway The transportation The Average Daily width and/or type a roadway is Traffic of a road- number of traffic designed to favor way (all vehicles) lanes Traffic Size Mode Volume Motorized Vehicle Design Surrounding Features that Connectivity to Speed existing or future characterize the different districts, Design land-use and other roadway (ex. veg- neighborhoods Speed Context characteristics Roadway Form etation, parking) Connectivity and/or land-uses

Characteristics Included in Complete Streets Guidelines Cleveland Complete and Green Streets January Stakeholder Workshop Complete Streets Document Planning Process • The Northeast Ohio Areawide Coordinating Agency (Draft) NACTO Urban Street The Cleveland Complete and Green Streets • Cuyahoga County Design Guide (2012) Task Force with the consulting guidance of the • Ohio Department of Transportation Alta Planning + Design team led to the devel- • The Greater Cleveland Regional Transit (Draft) Chicago Safe Streets opment of the Typologies. The planning effort Authority Guidelines (2012) kicked off with a stakeholder workshop in Janu- • Metroparks ary 2013, which included members of the Com- • Cleveland City Council Minneapolis, MN Design plete and Green Streets Task Force as well as lo- • University Circle Incorporated Guidelines for Streets and cal, regional, and state stakeholders. Sidewalks (2008) The workshop began with an overview that Stakeholder Workshop showed the need for Complete and Green Charlotte, NC Urban Street The workshop in January brought together key Streets in Cleveland, showed how other cities Design Guidelines (2007) stakeholders from the Cleveland region and are addressing Complete Streets and present- throughout the State to provide input on the ed possible treatments that can be applied to New York City, NY Street development of the typologies. Stakeholders roadways to help balance user needs and ad- Design Manual (2009) included representatives from: dress context.

• The Cleveland Urban Design Collaborative After this presentation, the participants were Street Typologies for Brunswick, ME (2011) • LAND Studio divided into groups and asked to develop Com- • The Northeast Ohio Regional Sewer District plete Streets Typologies for Cleveland and then • The Downtown Cleveland Alliance select the traffic calming treatments they most • The GreenCityBlueLake Institute preferred for each of these typologies. The re-

• YMCA of Greater Cleveland sults of these exercises were used to help gen- Primary Secondary • The City of Cleveland Department of Aging erate typology names and determine potential Consideration Consideration Complete and Green Streets treatments.

2 0 1 3 | 7 CITY OF CLEVELAND, OHIO

A detailed summary of the January Stakeholder Chapter 1 Endnotes 8. Geller, Roger, Build it and they will come, City Workshop can be found in Appendix A. of Portland (2011). http://www.portland- 1. IOM (Institute of Medicine), Accelerating oregon.gov/transportation/article/370893 Complete Streets Plan Peer Review Progress in Obesity Prevention: Solving the 9. Piiparinen, Richey. Not Dead Yet: The Infill To help with the development of Cleveland’s Weight of the Nation. Washington, DC: the of Cleveland’s Urban Core. http://www.me- typologies, the Alta team conducted a review National Academies Press (2012). trotrends.org/spotlight/Cleveland_Spot- of Complete Streets Plans, mostly those of cit- 2. Robert Wood Johnson Foundation. Active light.cfm) ies with similar land use, weather or socio-eco- transportation: making the link from trans- nomic characteristics of Cleveland. These plans portation to physical activity and obesity, 10. Partnership for Sustainable Communi- included: Active Living Research (2009). ties. Transit as Transformation: The Euclid Corridor in Cleveland (2012). http://www. • (Draft) The NACTO Urban Street Design 3. Safe Routes to School National Partner- sustainablecommunities.gov/pdf/studies/ Guide (2012) ship, Quick Facts (2012). http://www.saf- cleveland-euclid-corridor.pdf ) • (Draft) Chicago Safe Streets Guidelines eroutespartnership.org/resourcecenter/ (2012) quick-facts. • Minneapolis, MN Design Guidelines for Streets and Sidewalks (2008) 4. Keener, D., Goodman, K., Lowry, A., Zaro, S., • Charlotte, NC Urban Street Design Guidelines & Kettel Khan, L. Recommended communi- (2007) ty strategies and measurements to prevent • New York City, NY Street Design Manual obesity in the United States: Implementa- (2009) tion and measurement guide. Atlanta, GA: • Street Typologies for Brunswick, ME (2011) U.S. Department of Health and Human Services, Centers for Disease Control and These documents were compared to see what Prevention. http://www.cdc.gov/obesity/ elements defined roadway typologies. Seven downloads/community_strategies_guide. principal characteristics were used to define pdf complete streets typologies throughout the documents, although different plans empha- 5. National Complete Streets Coalition, Fact sized different characteristics. These character- Sheets (2012). http://www.completestreets. istics include: org/complete-streets-fundamentals/fact- sheets/ • Roadway Size • Roadway Context 6. Cromartie & Nelson, Baby Boom Migration • Transportation Mode and Its Impact on Rural America, United • Roadway Form States Department of Agriculture, Econom- • Traffic Volume ic Research Service, Economic Research Re- • Connectivity, and port No. (ERR-79) (2009). http://www.ers. • Design Speed usda.gov/publications/err79/

A graphic summarizing the results of this 7. Davis & Dutzik, Transportation and the New review can be seen in Figure 1.1. The results Generation, Frontier Group & U.S. PIRG Edu- of this review influenced the definition of cation Fund (2012). http://www.uspirg.org/ Cleveland’s typologies, which are explained in sites/pirg/files/reports/Transportation%20 Chapter %26%20the%20New%20Generation%20 vUS_0.pdf.

8 | COMPLETE AND GREEN STREETS GUIDELINES

Euclid Avenue

2 0 1 3 | 9 CITY OF CLEVELAND, OHIO Chapter 2 - Complete and Green Streets Design

tates quick motor vehicle travel. However, road- Since ample guidelines exist on the accom- Overview Sidewalks should be more than areas to ways also function as a social space and have a modation of automobiles along roadways, and travel; they should provide places for people There are many considerations that factor into relationship with the places where people live, Cleveland roadways are, for the most part, de- to interact. There should be places for stand- the design of a Complete and Green Street. This work and play. Treating streets simply as links signed to give these users priority, this guide is ing, visiting, and sitting. Sidewalks should chapter explains the elements that comprise a often ignores the other important contexts and intended to focus on the design considerations contribute to the character of neighbor- Complete and Green Street, as well as explain functions that streets should address. The Com- for bicyclists, pedestrians and transit users. how considerations such as land use, expected hoods and business districts, strengthen plete Streets design philosophy is a shift to use their identity, and be an area where adults users, and connectivity can affect the overall both link and place concepts in designing road- design of the roadway. Design for Pedestrians and children can safely participate in public ways. Designing for all modes with both link life. and place considerations has the potential to The transportation network should accom- A street serves as a place and as a link. In the add value to Cleveland’s roadway system. This modate pedestrians with a variety of needs, United States following WWII, most roadways ban environments. Attributes of well-designed will help the city transition to a network that abilities, and possible impairments. Age is one have been designed with the primary focus sidewalks include the following: is more sustainable and safe, while providing major factor that affects pedestrians’ physi- being to connect destinations via automobile. public spaces that are inviting for people and cal characteristics, walking speed, and envi- Accessibility: A network of sidewalks should Roadways designed in this fashion typically businesses. ronmental perception. Children have low eye be accessible to all users. Roadway crossing dis- function as a link that is designed only to con- height and walk at slower speeds than adults. tances and distances between crossings should nect point A to point B in a manner that facili- They also perceive the environment differently be minimized to accommodate and encourage Figure 2.1 - The Street as a Link and a Place at various stages of their cognitive develop- pedestrian travel. ment. Older adults walk more slowly and may require assistive devices for walking stability, Adequate width: Two people should be able Link • Street as a facility for the sight, and hearing. to walk side-by-side. Different walking speeds movement of people should be possible. In areas of intense pedes- • Connect people from The Manual of Uniform Traffic Control Devices trian use, sidewalks should accommodate the Point A to Point B (MUTCD) recommends a normal walking speed high volume of walkers. of three and a half feet per second when calcu- lating the pedestrian clearance interval at traf- Safety: Design features of the sidewalk should fic signals. Typical walking speeds can drop to allow pedestrians to have a sense of security three feet per second in areas with older popu- and predictability. Sidewalk users should not lations and persons with mobility impairments. feel they are at risk due to the presence of ad- While the type and degree of mobility impair- jacent traffic. ment varies greatly across the population, the transportation system should accommodate Continuity: Walking routes should be obvious these users to the greatest reasonable extent. and should not require pedestrians to travel Place out of their way unnecessarily. • Street as a destination Sidewalks in its own right Landscaping: Plantings and street trees Sidewalks are the most fundamental element should contribute to the overall psychological of the walking network, as they provide an area and visual comfort of sidewalk users, and be for pedestrian travel that is separated from ve- designed in a manner that contributes to the hicle traffic. Sidewalks are typically constructed safety of people. of concrete and are separated from the roadway by a curb and gutter and preferably a Drainage: Sidewalks and curb ramps should be landscaped planting strip area. Sidewalks are a designed so that standing water is minimized. common application in both urban and subur-

10 | COMPLETE AND GREEN STREETS GUIDELINES

Social space: There should be places for stand- construction areas are important to consider as Legibility: Symbols, markings, and signs used ing, visiting, and sitting. The sidewalk area well. More guidance on these topics will be in- at corners should clearly indicate what actions should be a place where adults and children cluded in the companion Complete and Green the pedestrian should take. can safely participate in public life. Streets Design Guidelines to come at a later date. Accessibility: All corner features, such as curb Quality of place: Sidewalks should contribute ramps, landings, call buttons, signs, symbols, to the character of neighborhoods and busi- Intersections markings, and textures, should meet accessibil- ness districts. ity standards and follow universal design prin- Intersections are also an important piece of ciples. the pedestrian realm. Attributes of pedestrian- Sidewalk Zones friendly intersection design include: The sidewalk area can be broken down into Separation from Traffic: Corner design and construction should be effective in discour- four distinct zones as seen in Figure 2.2 below. Clear Space: Corners should be clear of ob- aging turning vehicles from driving over the The concept of sidewalk zones should be strict- structions. They should also have enough room pedestrian area. Crossing distances should be ly followed for a sidewalk to function properly for curb ramps, for transit stops where appro- minimized. and provide safe passage for all users. This is priate, and for street conversations where pe- especially important for users with visual or destrians might congregate. Lighting: Good lighting is an important aspect physical impairments to be able to effectively of visibility, legibility, and accessibility. navigate the corridor. Visibility: It is critical that pedestrians on the corner have a good view of vehicle travel lanes These attributes will vary with context but Other considerations such as sidewalk obstruc- Mayfield Rd. in Little Italy is a popular street for pedestrians and that motorists in the travel lanes can easily should be considered in all design processes. tions, driveways, width and access through see waiting pedestrians. and bicyclists. The concept of Complete Streets looks at the For example, more remote intersections may principles that make streets like this one pleasant and ac- Figure 2.2 - Elements of the Sidewalk Corridor have limited or no signing. However, legibility cessible for all roadway users, builds upon these principles regarding appropriate pedestrian movements and applies them to all streets. should still be taken into account during design. It is important to consider bicyclists of all skill levels when creating a non-motorized plan or Design for Bicyclists project. Bicyclist skill level greatly influences ex- Property Line pected speeds and behavior, both in separat- Bicyclists, by nature, are much more affected by ed bikeways and on shared roadways. Bicycle poor facility design, construction and mainte- infrastructure should accommodate as many nance practices than motor vehicle drivers. Bi- user types as possible, with decisions for sepa- cyclists lack the protection from the elements rate or parallel facilities based on providing a and roadway hazards provided by an automo- comfortable experience for the greatest num- bile’s structure and safety features. By under- ber of people. standing the unique characteristics and needs Parking Lane/Enhancement Zone Furnishing Zone Pedestrian Through Zone Frontage Zone of bicyclists, a facility designer can provide The bicycle planning and engineering profes- quality facilities and minimize user risk. sions currently use several systems to clas- The parking lane can act as a The furnishing zone The through zone is the The Frontage Zone flexible space to further buffer buffers pedestrians area intended for pedes- allows pedestrians sify the population, which can assist in under- the sidewalk from moving from the adjacent trian travel. This zone a comfortable Similar to motor vehicles, bicyclists and their standing the characteristics and infrastructure traffic. Curb extensions and bike roadway, and is also should be entirely free of “shy” distance bicycles exist in a variety of sizes and configu- preferences of different bicyclists. The most

corrals may occupy this space Zone Edge the area where ele- permanent and temporary from the building rations. These variations occur in the types of conventional framework classifies the “design where appropriate. ments such as street objects. fronts. It provides 1 trees, signal poles, opportunities for vehicle (such as a conventional bicycle, a re- cyclist” as Advanced, Basic, or Child. A more designs, and other Wide through zones are window shopping, cumbent bicycle or a tricycle), and behavioral tailed understanding of the US population as needed in downtown In the edge zone there should street furniture are to place signs, characteristics (such as the comfort level of the areas or where pedestrian a whole is illustrated in Figure 2.3. Developed be a 6 inch wide curb. properly located. planters, or chairs. 2 flows are high. bicyclist). The design of a bikeway should con- by planners in Portland, OR and supported by Not applicable sider reasonably expected bicycle types on the 1 Selecting Roadway Design Treatments to Accommodate Bi- if adjacent to a facility and utilize the appropriate dimensions. landscaped space. cycles. (1994). Publication No. FHWA-RD-92-073 2 Four Types of Cyclists. (2009). Roger Geller, City of Portland

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Figure 2.3 - Four Types of Cyclists all types of bikeways but usually choose low traffic streets or shared use paths when 1% Strong and available. These bicyclists may deviate from Fearless a more direct route in favor of a preferred 5-10% Enthused and facility type. This group includes all kinds of Confident bicyclists such as commuters, recreational- ists, racers and utilitarian bicyclists. Shared Roadways are bikeways where bicy- • Interested but Concerned (approximately Cycle Tracks are exclusive bike facilities that 60% of population) – This user type com- clists and cars operate within the same travel lane, either side by side or in single file depend- combine the user experience of a separated prises the bulk of the cycling population and path with the on-street infrastructure of con- Interested but represents bicyclists who typically only ride ing on roadway configuration. The most basic 60% ventional bike lanes. These are also referred to Concerned type of bikeway is a signed shared roadway. This a bicycle on low traffic streets or multi-use as protected bicycle lanes. trails under favorable weather conditions. facility provides continuity with other bicycle These bicyclists perceive significant barriers facilities (usually bike lanes), or designates pre- to their increased use of cycling, specifically ferred routes through high-demand corridors. traffic and other safety issues. These people may become “Enthused & Confident” with encouragement, education and experience and higher level facilities, such as buffered and protected bike lanes.

• No Way, No How (approximately 30% of Shared Use Paths are facilities separated from population) – Persons in this category are roadways for use by bicyclists and pedestrians. 30% No Way, No How not bicyclists, and perceive severe safety is- Shared Roadways with Pavement Markings Sidepaths usually refer to shared use paths im- sues with riding in traffic. Some people in Shared roadways may also be designated by mediately adjacent to the roadway. this group may eventually become regular pavement markings, signage and other treat- cyclists with time and education. A signifi- ments including directional signage, traffic -di Bicycle Parking cant portion of these people will not ride a verters, chicanes, chokers and /or other traffic Bicyclists expect a safe, convenient place to se- data collected nationally since 2005, this classi- bicycle under any circumstances. fication provides the following alternative cat- calming devices to reduce vehicle speeds or cure their bicycle when they reach their desti- egories to address varying attitudes towards volumes. Such treatments often are associated nation. This may be short-term parking of two bicycling in the US: Bicycle Facility Types with Neighborhood Greenways (also known hours or less, or long-term parking for employ- Consistent with bicycle facility classifications as Bicycle Boulevards). ees, students, residents, and commuters. In or- • Strong and Fearless (approximately 1% of throughout the nation, the facility types pre- der to encourage bicycling in Cleveland, plen- population) – Characterized by bicyclists sented in the figures below identify classes of tiful, convenient and attractive bicycle parking that will typically ride anywhere regardless facilities by degree of separation from motor must be provided. of roadway conditions or weather. These vehicle traffic. In general, the wider the- road bicyclists can ride faster than other user way, the higher the traffic volume, and the Transit Design types, prefer direct routes and will typical- greater the traffic speed, the more separation is ly choose roadway connections -- even if necessary to provide safe and comfortable rid- According to the South Florida East Coast Cor- shared with vehicles -- over separate bicycle ing conditions for bicyclists. The most common ridor (SFECC) Transit Analysis: Station Design 3 facilities such as shared use paths. bicycle facility types are as follows: Guidelines , successful transit design depends Separated Bikeways, such as bike lanes and on 6 elements. These include: • Enthused and Confident (5-10% of popu- buffered bike lanes, use signage and striping lation) - This user group encompasses bicy- to delineate the right-of-way assigned to bi- • Integration into the contextual fabric clists who are fairly comfortable riding on cyclists and motorists. Bike lanes encourage - ensuring that transit stops are coherent predictable movements by both bicyclists and with surrounding visual themes and that Bureau of Transportation. http://www.portlandonline.com/trans- motorists. 3 http://www.sfeccstudy.com/draft_docs/(3.4.1.2)Station%20 portation/index.cfm?&a=237507 Design%20Guidelines%20Final%20122309.pdf 12 | COMPLETE AND GREEN STREETS GUIDELINES

transit stops serve transit-compatible land diately after the intersection to reduce conflict cally, eighty percent of pedestrians struck by a across both travel lanes. Longer humps reduce uses such as day-cares, shopping areas, em- with turning vehicles and resolve sight line is- car going 40 mph will die; at 30 mph the likeli- impacts to emergency vehicles. Some speed ployment areas and schools. sues at the intersection. Bus stops should be hood of death is 40 percent. At 20 mph, the fa- hump designs can be challenging for bicyclists, designed so that busses can pull out of the ve- tality rate drops to just 5 percent (The National however gaps can be provided in the center or • Accessibility via multiple modes - making hicular travel lane when stopping to preserve Highway Traffic Safety Administration) by the curb for bicyclists and to improve drain- sure that transit stations and routes connect traffic flow, especially on major streets. age. Speed humps can also be offset to accom- other modes such as pedestrians, bicyclists, modate emergency vehicles as seen in the im- park and ride centers, and airports. age above. The City currently has not approved Traffic Calming a policy for the installation of these devices, • Functional simplicity - Transit stops should although their use is common in US cities with provide users with clear and informative Treatments Motor vehicle speeds affect the frequency at similar climates and street types such as Chica- system information and provide easy ac- which automobiles pass bicyclists as well as go and Minneapolis. The use of speed humps in cess and payment options. the severity of bicycle and pedestrian crashes Cleveland warrants further discussion. that can occur on a roadway. Slower vehicular • Security - Transit stops and systems should Road diet - Road diets are a reduction in the look, feel and be clean and secure. This can speeds also improve motorists’ ability to see and react to non-motorized users, minimize number of lanes along a roadway. Typically, be accomplished through a number of these are four lane roads reduced to three lanes methods including call boxes and lighting. conflicts at driveways and other turning locations and in many cases can improve vehicular (although larger road diets are done as well), often with the addition of bike lanes. This not • Comprehensive systems sustainability throughput. Maintaining slower motor vehicle only improves conditions for bicyclists, but it - The design of transit should be environ- speeds and reducing traffic in areas where pe- enhances the pedestrian environment and of- mentally conscious and be a tool to pro- destrian and bicycle traffic is regularly expected ten improves traffic flow and vehicle-on-vehi- mote sustainable development. greatly improves comfort and safety for non- motorized users on a street. cle collision rates as well. Traffic Diversion - Motor vehicle traffic vol- • Articulation of form and identity - Tran- umes affect comfort for bicyclists and pedes- sit stops should respond to public art or This section presents an overview of traf- trians on local streets. Higher vehicle volumes community landmarks; or local, relevant art fic calming treatments that can be applied to reduce bicycle and pedestrian comfort and can should be incorporated into the stops and Cleveland’s roadways. Traffic calming treat- result in more conflicts. Traffic diversion treat- stations themselves. ments can be divided into two different types: ments reduce motor vehicle volumes by com- pletely or partially restricting through traffic • The incorporation of arts in transit - In- • “Hard” traffic calming are engineering on select neighborhood streets such as bicycle corporating art and design into all aspects measures taken with the sole intent of slow- boulevards. of the transit system. ing traffic and reducing conflict. Lane narrowing - Lane narrowing is when an In most cases, transit shelters and waiting plat- • “Soft” traffic calming includes placemak- excessively large lane is reduced through the forms should be placed in the Enhancement ing design measures that have the added striping of a shoulder or the addition of bike or Furnishing Zone (see Figure 2.2). Transit effect of traffic calming, as well as educa- lanes. This helps reduce traffic speed and adds stops can be incorporated into curb extensions tional and enforcement measures. dedicated space for bicyclists. where appropriate. It is important to also consider the accommodation of bicycles at transit Not all treatments listed here are appropriate stops. Designs that reduce bicycle travel/bus for all roadways. Figure 3.1 shows a matrix of stop conflict, include secure bicycle parking, which treatments are appropriate for certain Pinchpoints/neckdowns - These are curb ex- and provide ample loading space for bicycles roadway typologies. The treatments are as fol- tensions placed on both sides of the street, on bus-mounted bicycle racks are all part of lows: narrowing the travel lane and encouraging all bicycle-friendly transit system design. road users to slow down. When placed at inter- Hard Traffic Calming Treatments sections, pinchpoints are known as chokers or The location and design of transit stops along a Speed limit reduction - A reduction in speed neckdowns. They reduce curb radii and further block is also an important consideration. Where limit is a simple way to make the roadway a saf- Speed humps/Speed tables - Speed humps lower motor vehicle speeds. feasible, transit stops should be located imme- er place for pedestrians and bicyclists. Statisti- are raised areas usually placed in a series

2 0 1 3 | 13 CITY OF CLEVELAND, OHIO

ments often have added environmental ben- Intersection efits as well. Improvements

Chicanes - Chicanes are essentially curb exten- Median pedestrian refuge: intersections - sions arranged in an alternating pattern that re- Median pedestrian refuges at intersections pro- quire cars to oscillate along a roadway to avoid vide pedestrians with a secure place to stand in them. These are effective on long-straight Street material - Textured street material, such case they are unable to walk the entire distance neighborhood streets where speeding is an is- as the use of pavers, creates visual stimuli and a Minimize curb radius - The size of a curb’s of the crossing in one movement. This is espe- sue. feeling of a special district or pedestrian-orient- radius can have a significant impact on cially important for young, elderly and disabled ed area which can help to calm traffic. pedestrian comfort and safety. A smaller curb users in areas where crossing distances are Soft Traffic Calming Treatments radius provides more pedestrian area at the great. corner, allows more flexibility in the placement of curb ramps, results in a shorter crossing distance and requires vehicles to slow more on the intersection approach. During the design phase, the chosen radius should be the smallest possible for the circumstances. One effective way of minimizing the curb ramp radius is by adding curb extensions. Image: www.planetizen.com Appropriately scaled street lighting - Appro- priately scaled street lighting can provide a saf- Setback reduction - Large setbacks in road- Raised crosswalks and intersections - A er, more inviting and more visible environment side development are a result of car-oriented raised crosswalk or intersection can eliminate for all roadway users. Pedsetrian-scaled street development practices which typically locate grade changes from the pedestrian path and lighting along with other improvements such a large parking lot in the front of the building. give pedestrians greater prominence as they as street trees can alert motorists to a potential Redeveloping these properties with little or no cross the street. Raised crosswalks should be presence of pedestrians and bicycles, slowing setback creates a sense of enclosure, adds visu- used where a special emphasis on pedestrians down traffic in these areas. al stimuli, and creates a seemingly pedestrian is desired. environment, all of which help to slow traffic. High-visibility crosswalks - A marked crosswalk signals to motorists that they must stop for pedestrians and encourages pedestrians to cross at designated locations. Installing crosswalks alone will not necessarily make crossings safer, especially on multi-lane roadways. How- ever, high-visibility crosswalks make crossings more visible to motorists and add a sense of se- Enforcement and awareness measures - En- Traffic circles - Traffic circles are a type of Hori- forcement and awareness measures such as curity for pedestrians. High-visibility crosswalks Street trees, landscaping and other aes- zontal Traffic Calming that can be used at -mi signage, speed traps and educational programs should be combined with advanced stop bars thetic elements - Street trees, landscaping and nor street intersections. Traffic circles reduce can help to reduce speeding in problem areas. and other tools to increase safety. At mid-block other aesthetic elements such as art or banners conflict potential and severity while providing However, the effectiveness of these programs locations, crosswalks can be marked where produce a feeling of enclosure and add visual traffic calming to the corridor. depends adequate frequency and duration. there is a demand for crossing and there are no stimuli along a roadway corridor. Green ele- nearby marked crosswalks.

14 | COMPLETE AND GREEN STREETS GUIDELINES

to shorten the crossing distance and there is a one direction of traffic at a time. Refuge islands Bicycle and Pedestrian Signalized parking lane adjacent to the curb. minimize pedestrian exposure by shortening Crossings crossing distance and increasing the number of Intersection parking control - Parking con- available gaps for crossing. These can be com- trol involves restricting or reducing on-street bined with curb extensions for added traffic parking near intersections with high pedes- calming. trian activity. Locating parking away from the intersection improves motorist’s visibility on Bicycle intersection treatments - Designs for the approach to the intersection and crosswalk. intersections with bicycle facilities should re- Improved sight lines at intersections reduces Countdown pedestrian signals - Pedestrian duce conflict between bicyclists (and other vul- conflicts between motorists and pedestrians. signal indicators demonstrate to pedestrians nerable road users) and vehicles by heightening This can be accomplished in part through the when to cross at a signalized crosswalk. Ide- the level of visibility, denoting clear right-of- use of bulbouts. ally, all traffic signals should be equipped with way and facilitating eye contact and awareness pedestrian signal indications except where pe- with other modes. Intersection treatments can destrian crossing is prohibited by signage. improve both queuing and merging maneu- Active warning beacons - Active warning beacons are pedestrian or bicyclist actuated illumi- vers for bicyclists, and are often coordinated Countdown pedestrian signals are particu- with timed or specialized signals. nated devices designed to increase motor vehicle yielding compliance at crossings of multi larly valuable for pedestrians, as they indicate whether a pedestrian has time to cross the The configuration of a safe intersection for bi- lane or high volume roadways. street before the signal phase ends. Count- cyclists may include elements such as color, sig- down signals should be used at all signalized nage, medians, signal detection and pavement Types of active warning beacons include con- intersections. Designers should allow greater markings. Intersection design should take into ADA compliant curb ramps - Curb ramps are ventional circular yellow flashing beacons, in- signal timing for crossing along large road- consideration existing and anticipated bicy- the design elements that allow all users to make roadway warning lights, or Rectangular Rapid ways, areas with a high frequency of pedestrian clist, pedestrian and motorist movements. In all the transition from the street to the sidewalk. Flash Beacons (RRFB). crossing and areas where seniors or disabled cases, the degree of mixing or separation be- There are a number of factors to be considered persons are expected. tween bicyclists and other modes is intended in the design and placement of curb ramps at corners. Properly designed curb ramps ensure to reduce the risk of crashes and increase bicy- Accessible pedestrian signals should be used in clist comfort. The level of treatment required for that the sidewalk is accessible from the roadway. A sidewalk without a curb ramp can be locations where visual or hearing impaired in- bicyclists at an intersection will depend on the dividuals can be expected. Also consider utiliz- bicycle facility type used, whether bicycle fa- useless to someone in a wheelchair, forcing them back to a driveway and out into the street ing a leading pedestrian interval, where pedes- cilities are intersecting, and the adjacent street trians are allowed in the intersection 3 seconds for access. function and land use. in advance of vehicles, in areas with frequent Mid-block Crossing Treatments In-street pedestrian crossing signs - In-street motor vehicle and pedestrian traffic pedestrian crossing signs reinforce the presence of crosswalks and remind motorists of their legal obligation to yield for pedestrians in marked or unmarked crosswalks. This signage is often placed at high-volume pedestrian crossings that are not signalized. This is a low-cost treatment that has shown significant improve- Curb extensions/bulbouts - Curb extensions ments to driver slowing and yielding rates at crosswalks. minimize pedestrian exposure during cross- Median pedestrian refuge: island - Median Hybrid Beacons - A hybrid beacon, previously ing by shortening crossing distance and giving refuge islands are located at the mid-point of known as a High-intensity Activated CrosswalK pedestrians a better chance to see and be seen a marked crossing and help improve pedes- (HAWK), consists of a signal-head with two red before committing to crossing. They are appro- trian safety by allowing pedestrians to cross lenses over a single yellow lens on the major priate for any crosswalk where it is desirable

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street, and pedestrian and/or bicycle signal managing stormwater in the urban environ- green infrastructure facilities that complement heads for the minor street. ment by mimicking the way water acts in a the mobility concerns of the Cleveland’s Com- natural environment: soaking into the ground, plete Streets Guidelines. These include: amend- Hybrid beacons are primarily applied at mid- being filtered by aquifers or trees and then re- ed soils, street trees, sheet flow dispersion, bio- block pedestrian or trail crossings where non- turning to the water cycle. retention systems and pervious pavements. motorized crossing volumes and crossing distance and/or motorized traffic volumes and During the process of urbanization, the land’s In addition to stormwater benefits, streets can speeds raise significant safety and accessibility natural cycle is broken due to the loss of per- also be greened to save energy and reduce concerns. Hybrid Beacons are also sometimes vious, vegetated ecosystems – the oak-hickory greenhouse gas emissions through use of effi- used to improve non-motorized crossings of forests that blanketed northern Ohio and their cient street lighting, recycled construction ma- major streets at intersections where side-street replacement by impervious surfaces like pave- terials, green construction practices and tree volumes do not support installation of a con- ments and rooftops. These surfaces increase planting. ventional traffic signal (or where there are con- the rate and volume of water that flows into cerns that a conventional signal will encourage creeks, rivers and lakes, harming aquatic habi- Amended Soils additional motor vehicle traffic on the minor tat. Streets, in particular, create water-borne Healthy soil provides important stormwater street). pollution due to the various oil and petroleum functions: it helps clean pollutants from runoff, products that drip on them and heavy metals supports the growth of trees that contribute to Green Infrastructure for that fall from vehicles during routine opera- the urban forest and slows the release of storm- tions like braking. water into urban waterways. By protecting and the Right of Way creating healthy soils, Cleveland can do much Additionally, for much of Cleveland the storm- to protect it’s streamsides and lakeshores. water system and the sewer system are com- A Contributing factor for including “Green” into In the urban environment, soil health can be bined into the same pipes. During normal op- the city’s Complete and Green Streets ordinance damaged by excavation, clearing, grubbing erations, both types of water are cleaned at is the Consent Decree between the Northeast and the use of heavy equipment can cause ero- a treatment plant before entering Lake Erie. Ohio Regional Sewer District (NEORSD) and the sion, remove topsoil and compact soil, killing However, during extreme weather events, Environmental Protection Agency in 2010. A soil microorganisms, removing nutrients, and Amended Soils: Amended soils are placed in a bioretention the system overflows due to the high volume large amount of contaminated stormwater was compressing the voids within soil structure that swale (top). Compost amended soils are prepared for shrub of stormwater runoff. These combined sewer entering Cleveland’s surrounding water bod- retain air and water. As streets are constructed (middle) and tree (bottom) planting. overflows (CSOs) discharge raw sewage into ies as a result of stress on the combined sewer preventing such damage during construction overflow sewer system (CSO) within the city. For Lake Erie. Street Trees can be the most cost-effective way of manag- A robust tree canopy is one of the great contrib- that reason, NEORSD has a duty to eliminate or ing soil quality on-site. treat 98% of the sewage that exits the CSO sys- Consequently, streets are one of the best places utors to a healthy and livable urban landscape. to invest in green infrastructure since they can Trees provide many benefits in terms of storm- tem into the surrounding waterways. Where construction damage cannot be avoid- play an outsized role in preventing polluted water flow regulation and water quality treated or existing soils need revitalization, rototill- runoff from entering Lake Erie. Since streets are ment. Mechanisms for these benefits include Large amounts of impervious surfaces are the ing compost, organic waste, gravelly sand and/ one of the largest types of impervious surfaces interception, transpiration, and increased infil- main cause of the overburden on the CSO sew- or other amendments into existing soils can re- in the City, streetside green infrastructure can tration. Additional benefits provided by trees er system. Impervious surfaces are those that store permeability, increase infiltration capacity help diminish peak stormwater runoff volumes include enhancing the visual and spatial char- water cannot freely pass through. These include and improve soil health. Soil amendments can and can treat and infiltrate stormwater before it acter of a place; improving air quality; reducing any surfaces covered by traditional asphalt be tailored to provide optimum growing con- ever enters the piped system. noise and light pollution; traffic-calming and or concrete such as roadways, parking lots, or ditions for particular plant communities or to reducing the heat island effect. Trees provide buildings. Therefore, reducing the amount of meet different stormwater management goals. The first steps to creating a greener stormwa- numerous habitat benefits, including refuge impervious surfaces in Cleveland and increas- Restoring disturbed soils can improve fertility ter strategy are a connected street grid, which from predators, food and nesting resources and ing opportunities for stormwater infiltration and support vigorous plant growth, allow bio- Cleveland already has to a large degree, and re- habitat patches. Trees enhance the quality of into underlying soils are simple solutions that filtration of urban pollutants and reduce irriga- ducing lane widths for automobiles. There are open space and provide visual relief within the will help address this problem. tion needs. also significant opportunities to increase the urban environment, leading to stress reduc- Green infrastructure is an emerging suite of right-of-way performance by reducing storm- tion and other health benefits. A healthy urban strategies for cleaning polluted runoff and water runoff through a series of small-scale forest also increases property values. Because

16 | COMPLETE AND GREEN STREETS GUIDELINES trees can take fifteen years or more to develop Bioswales have been shown to remove 70% of a full canopy, preserving healthy existing trees total suspended solids, 30% of total phospho- wherever practicable is a cost effective and ef- rus, 25% of total nitrogen, 50-90% of certain ficient way to obtain the most value from trees. metals, and 67-93% of oil and grease pollutants in stormwater (Davis & McCuen 2005, p. 236). Bioswales are recommended for use adjacent to drive lanes, in place of conventional in-road features (such as curbs and gutters) and as vegetated buffers vehicular and pedestrian areas.

Rain gardens are typically designed with a ponding depth of less than 18” in order to meet Sheet Flow Dispersion: The impervious surface is sloped small scale flow control and water quality re- to direct runoff to the side of the street where runoff is quirements and may be formed in any shape. treated/infiltrated by the adjacent vegetated surface. An overflow, either piped or natural, is typically included to manage higher flows and convey Bioretention runoff to a public storm drain, channel or natu- Bioretention facilities use amended soils and ral outlet. The area of a rain garden is generally vegetation to absorb, hold, evaporate and clean sized to equal 5% of the area being treated. They polluted runoff from the streets. By reducing can be particularly effective at heavy metal re- the peak rate and the total runoff volume, these moval; reductions of up to 95% of lead, copper Bioretention Cells: Bioretention cells are used to treat and zinc, and 70-85% of total phosphorus and facilities decrease the negative downstream or stormwater and serve as a traffic-calming device , by downslope impacts of storm events. With the nitrogen have been noted (Davis & McCuen narrowing travel lanes and reducing pedestrian crossing 2005, p. 241). Rain gardens are useful strategies Street Trees: As part of the urban forest, street trees are right underlying geologic conditions, bioreten- distances. incredibly important assets for stormwater capture and tion systems can be designed to clean storm- for managing stormwater in areas adjacent to storage. water then allow it to infiltrate, thus decreasing Bioretention Cells/Bioretention Swales parking, such as within tree islands, along pe- Bioretention cells are shallow planted depres- destrian zones, in center roadway medians, and Sheet Flow Dispersion transport of some pollutants and recharging groundwater supply. In the right-of-way, biore- sions that utilize climate-appropriate plants in unused open space, including front yards. Using sheet flow dispersion, paved surfaces tention systems can be integrated into site de- and soils to retain and treat stormwater. Bio- are graded to evenly spread flows across the sign as linear features (e.g. bioretention swales) retention cells promote transpiration of storm- entire surface rather than concentrating them. or as cells (e.g. rain gardens and stormwater water through the vegetation; detention of As a result, only a narrow layer of vegetation is planters). Additional community benefits from stormwater in the pores of amended and native needed to further attenuate flows. This tech- bioretention facilities can include improved soils; cleansing of stormwater through various nique works well where there are continuous property values, increased habitat, a better en- mechanisms that include sedimentation, filtra- vegetated surfaces adjoining impervious areas. vironment for walking, and traffic calming. tion, adsorption, and phytoremediation; and retention of stormwater via infiltration into na- Opportunity areas for using bioretention sys- tive soils. tems in streets include within traffic calming curb bulbouts, in roadside bioswales, and Bioretention cells may have underdrains to in place of standard landscape plantings on help convey excess water below the soil surface. Conveyance may be a secondary, but not streets. Bioretention Swale: Water flows off of the street and is the primary purpose for bioretention cells. All treated in this streetside bioretention swale. bioswales perform some amount of conveyance, but those considered to be bioretention systems also allow infiltration of stormwater into surrounding soils.

2 0 1 3 | 17 CITY OF CLEVELAND, OHIO

storm drain system, either via a perforated pipe Porous Asphalt or via surface flow. Although stormwater plant- Porous asphalt is a variation of the standard ers can be designed without a bottom to allow hot mix asphalt used as a road surface. Porous infiltration, they are typically designed to focus asphalt omits the fine sand and dust, creating on flow control and attenuation to the public void content of about 18-22% compared to the storm drain system. They are particularly effec- 2-3% void content of traditional asphalt mixes. tive at handling low intensity storms. This top course is installed as a 2-4” thick layer placed atop a course of coarse aggregate de- In the right-of-way, stormwater planters are signed to rapidly filter and store water in- ad recommended adjacent to buildings, sidewalks dition to providing stability. Porous asphalt is and pedestrian plazas where flow control is a slightly easier to install than porous concrete; significant concern and space is at a premium. Pervious Concrete: A close-up view of the structure of however, product life tends to be shorter (about Planters can also be designed to serve a convey- porous concrete. 10-12 years) in roadway applications. ance function in the right of way where there is insufficient width to provide sloped sides (i.e., a In appearance, porous asphalt has a similar fin- swale) or the grade would be too steep. Storm- ish to standard asphalt. It is generally smoother water planters provide aesthetic benefits and, than porous concrete, making it ideal for bi- depending on plant selection and design, can cycle and pedestrian surfaces. Porous asphalt provide water, food and nesting materials for h–as been shown to reduce runoff by 60-98% birds. (Legret and Colandini 1999) and can reduce total suspended solids in runoff and their- as Pervious Paving sociated pollutants by more than 80% (Barrett Pervious paving technologies provide hard sur- 2008). It can also increase road safety by reduc- faces for walking and driving while allowing ing splash and spray, providing better visibility stormwater runoff to percolate into an underly- and traction, and reducing hydroplaning. Po- ing soil or reservoir base where it can infiltrate Pervious Concrete: A porous concrete street. rous asphalt also reduces road noise. into native soil or be conveyed off-site via an overflow drainage system. Pervious paving is Pervious Concrete Porous cement concrete generally has a nar- Bioretention Planter: Polluted runoff from the street runs largely made up of the same components as rower distribution of coarse aggregate and into these stormwater planters. If there is too much water, conventional paving material, but includes it overflows back onto the curb and continues down the more void space to allow runoff to percolate contains less fines than standard concrete. gutter line. through the pavement section. Void spaces The porous concrete layer is placed atop a 6” within these pavements trap oils, grease, and to 12” permeable base course that serves as a other roadway pollutants and create oppor- reservoir, assisting with flow through. This base Bioretention Planters tunities for micro-organisms to break them course can be sized to provide detention, and provides strength for the travel lane. Proper in- Bioretention planters are similar in design and down. Additional benefits include reducing impervious surface area, which in turn, reduces stallation of porous cement concrete requires function to rain gardens, but have a more de- Porous Asphalt: Water soaks into the wearing coarse of a stormwater flows off-site. the talents of experienced craftsmen. fined shape and vertical sides, and may employ porous asphalt installation. an impermeable bottom layer or enclosure. Pervious paving systems may be used in place Porous cement concrete can often be identi- The planters are often constructed of concrete, of conventional impervious paving in many lo- fied by the “popcorn” or “rice krispie” look of making them well-suited for urban applications cations. They are typically used on low-traffic its surface. This surface finish can be mitigated where water needs to be directed away from streets, such as residential streets and pedestri- by using smaller aggregate sizes to provide a building foundations. Stormwater planters an corridors, and are especially appropriate for smoother, more traditional finish. Aggregate consist of a planter box made of sturdy mate- parking areas, driveways, alleys and sidewalks. sizing can range from as small as 1/4” all the rial, amended soils, a gravel drainage layer, and way up to 1”. plants. An overflow is incorporated to manage higher flows and convey runoff to the public

18 | COMPLETE AND GREEN STREETS GUIDELINES

Permeable Pavers Porous pavers are made for a wide variety of uses, from patios, paths and walkways, to driveways, parking areas and roadways. They come in many shapes, sizes and finishes, ranging from open grid systems with grass or gravel to inter- locking porous blocks. Porous pavers tend to be easier and faster to install than porous concrete or porous asphalt, but require more long- term maintenance. They have been shown to reduce virtually all runoff and to substantially reduce runoff pollutant loads, particularly zinc and copper. (Dietz 2007).

Porous Pavers are installed in a residential alley setting. Recycled Roadway Surface The use of recycled materials is becoming increasingly commonplace in roadway recon- struction and resurfacing projects across the country. Using materials such as reclaimed asphalt pavement, recycled asphalt shingles, and ground tire rubber in the mixing of the asphalt aggregate can have both great environmental and economical impacts.

For example, the recent resurfacing of Michi- gan Avenue in Chicago consists of 45 percent recycled content. The project utilized asphalt shingles from about 130 houses, 2,200 recycled car tires and 24 truckloads of reclaimed pavement. It is estimated to be approximately 40 percent less expensive than non-recycled roadway resurfacing projects and has noise damp- ening benefits on account of the rubber.4 Euclid Avenue 4 McMahon, Jeff. Taking Recycling To The Street: Chicago Recycles Michigan Ave. Forbes Magazine. http://www.forbes.com/sites/jef- fmcmahon/2012/07/31/taking-recycling-to-the-street-chicago- Bus Rapid Transit Station recycles-michigan-avenue/

2 0 1 3 | 19 CITY OF CLEVELAND, OHIO Chapter 3 - Complete and Green Streets Typologies Overview • Commercial Street - These streets have good access to transit. Providing on-street A table of prototypical Cleveland streets that a significant transportation connectivity parking should be a consideration. Truck ac- were used in developing the typologies can be As described in Chapter 1, Cleveland’s Com- function and serve as a destination for com- cess should be a consideration. found in Appendix B plete and Green Street Typologies classify the mercial activity. Roadway priorities should City’s roadways into logical categories based be balanced among motor vehicles, tran- • Transit Spine Overlay - These are road- on similar physical and contextual characteris- sit, bicyclists and pedestrians. Truck traffic ways that have been identified as future Typology Examples tics. In order to best accomplish this, streets are should be a consideration. express bus or Bus Rapid Transit corridors Typology Cutsheets classified based on a two tier system. by the Cleveland Regional Transit Authority. The following pages present information on • Neighborhood Street - These roadways However, Transit Spine Overlay treatments the Complete and Green Steets Typologies de- Tier One classifies streets by their curb to curb have a significant transportation connectiv- may be warranted on Medium to Very Large veloped for the City of Cleveland. These cut- width. Classification breaks were set based on ity function serving residential areas. Road- streets that serve a significant transit func- sheets depict potential improvement options the number of vehicular lanes a street currently way priorities should be balanced among tion and have excess vehicular capacity. has. The classifications in this tier are: for each of the typology types based on differ- motor vehicles, transit, bicyclists and pe- Warrants for the Transit Spine Overlay ty- ent transportation mode and green treatment destrians. pology will be discussed in the Cleveland • Very Large - > 70’ pavement width priorities. Due to the large palette of different Complete and Green Streets Design Guide. It • Large - 69’-48’ pavement width traffic calming and greening techniques and • Industrial Street - These roadways have is important to coordinate bicycle and pe- • Medium - 48’-30’ Pavement Width differences in street designs, it is impossible to a significant transportation connectivity destrian accommodations with transit de- • Small - < 30’ Pavement Width show all the potential configurations for each function serving industrial areas. The ac- sign to ensure access for transit customers. commodation of large trucks should be a typology. The Transit Spine Overlay and Access/Alley- design consideration. Surrounding land • Priority Bikeway Overlay - While all ty- These cutsheets were developed primarily ways categories don’t fall under a specific tier use is primarily industrial but may become pologies include accommodations for bi- as illustrative examples and should not take one classification. The Transit Spine Overlay increasingly business-oriented or com- cyclists, the Priority Bikeway Overlay uses the place of the design and engineering pro- and the Bicycle Overlay are intended to be ap- mercial, especially as Cleveland land uses additional treatments that give roadway cess plied to different classifications as an overlay. In change in accordance with the Connecting priority to bicycle users. These treatments general, access streets and alleyways in Cleve- Cleveland 2020 Citywide Plan. For this rea- are intended to improve safety, comfort Not all improvements presented in Chapter land vary greatly in width, therefore a particular son, pedestrian and bicycle traffic should and convenience for bicyclists and encour- 2 are applicable across all typologies. Figures tier one classification is not appropriate for this be expected and provided for and these age them to utilize these routes as much as 3.1, 3.2 and 3.3 on the following pages show typology category. roadways should be designed with transi- possible for trips. The Priority Bikeway Over- which treatments can be applied to each of the tioning land use as a major contextual con- lay is applied to corridors that are identified Tier Two classifies roadways based on context, Complete and Green Street Typologies. The Pri- sideration. in the Cleveland Bikeway Master Plan. Addi- function and connectivity. These classifications ority Bikeway Overlay classification is excluded tionally, the Priority Bikeway Overlay can be from these figures since this overlay can be ap- are as follows: • Neighborhood Street - These roadways applied to roadways that meet the warrants plied to any typology. have a local connectivity function serving • Commuter Street - The current, primary described in the future Cleveland Complete residential areas. Roadway priorities should function of these roadways is the efficient and Green Streets Design Guide. be given to pedestrians and bicyclists and movement of motor vehicles. Sufficient providing good access to transit. Provid- • Alleyway/Access - These roadways have a accommodations should be made for pe- ing on-street parking should be a consider- local access function serving commercial or destrians, bicyclists and transit users along ation. industrial areas. Roadway priorities should these routes where they are expected so as be given to loading vehicles, trucks and not to deter or discourage use by non-mo- • Commercial Street/Pedestrian Shopping possibly pedestrians and bicyclists where torized roadway users. Truck traffic should Street - These roadways have a local con- good non-motorized connections can be be a consideration. nectivity function serving commercial ar- made. eas. Roadway priorities should be given to pedestrians and bicyclists and providing

20 | COMPLETE AND GREEN STREETS GUIDELINES

Typology Maps Very Large, Commuter Street Following the development of the typologies, Proposed Users: Primary Secondary Existing Users: Primary Secondary Cleveland’s street network was classified based on the new typology categories. The classifica- Very Large, Commercial Connector tion methodology looked primarily at existing Proposed Users: Primary Secondary Existing Users: and future land-use and zoning along street Primary Secondary corridors, street width, connectivity function (what land uses a street corridor connects and Very Large, Transit/Priority Bikeway Overlay whether it facilitates local or regional connec- Proposed Users: Primary Existing Users: Primary Secondary tions) and current and future transit. Maps de- picting the Complete and Green Streets Typol- Large, Commercial Connector ogies applied to Cleveland’s street network can Proposed Users: Primary Secondary Existing Users: Primary Secondary be seen following the typology cutsheets.

It is possible that some roadways can be Large, Neighborhood Connector classified according to multiple typologies. Proposed Users: Primary Existing Users: Primary Secondary It is also possible that changing land uses over time will cause some typologies depict- Large, Industrial Connector ed in the map to change. Typologies shown on the maps are a starting point for roadway Proposed Users: Primary Secondary Existing Users: Primary Secondary classification, but may not always be used Large, Transit/Priority Bikeway Overlay for the selection of design elements. Proposed Users: Primary Secondary Existing Users: Primary and Secondary Users Vary

Medium, Neighborhood Street Proposed Users: Primary Existing Users: Primary Secondary

Medium, Commercial Street Proposed Users: Primary Secondary Existing Users: Primary Secondary

Transit Medium, Industrial Street not typical Proposed Users: Primary Secondary Existing Users: Primary Secondary

Medium, Transit/Priority Bikeway Overlay Proposed Users: Primary Existing Users: Primary Secondary

Transit not Small, Neighborhood Street typical Proposed Users: Primary Secondary The graphic to the right presents an over- Primary Secondary Existing Users: view of the roadway typologies shown in the cutsheets presented in the following Small, Commercial Street section. The graphic shows the existing Proposed Users: Primary Secondary Existing Users: Primary Secondary primary and secondary users of the corridor and how the application of the treatments Transit Alleyway/Access Street not proposed in the typology cutsheets will af- typical fect current user priorities. Proposed Users: Primary Secondary Existing Users: Primary Secondary

2 0 1 3 | 21 CITY OF CLEVELAND, OHIO

Figure 3.1 - Traffic Calming Appropriateness Figure 3.2 - Intersection Improvement Appropriateness Per Complete Streets Typologies Per Complete Streets Typologies

* The Priority Bikeway Overlay can be applied to any * The Priority Bikeway Overlay can be applied to Legend Legend typology without affecting what traffic calming any typology without affecting what intersection Appropriate in Most Cases treatments are appropriate for that classification. Appropriate in Most Cases improvement treatments are appropriate for that classification. Appropriate in Some Cases Appropriate in Some Cases

Not Recommended Not Recommended Medium, Neighborhood Street Medium, Industrial Street Neighborhood Street Small, Transit Spine Overlay Transit Alleyway/Access Street Alleyway/Access Large, Neighborhood Connector Large, Industrial Connector Large, Medium, Commercial Street Medium, Commercial Small, Commercial Street/Pedestrian Shopping Street Street/Pedestrian Commercial Small, Very Large, Commuter Street Street Commuter Large, Very Connector Commercial Large, Very Large, Commercial Connector Connector Commercial Large, Medium, Neighborhood Street Medium, Neighborhood Street Medium, Industrial Street Neighborhood Street Small, Transit Spine Overlay Transit Alleyway/Access Street Alleyway/Access Large, Neighborhood Connector Large, Industrial Connector Large, Medium, Commercial Street Medium, Commercial Small, Commercial Street/Pedestrian Shopping Street Street/Pedestrian Commercial Small, Very Large, Commuter Street Street Commuter Large, Very Connector Commercial Large, Very Roadway Designed to Target Speed Connector Commercial Large,

Road Diet Curb Radius Reduction

Lane Narrowing High-visibility Crosswalks

Chicanes Raised Crosswalks/Intersections

Access Management Traffic Circles

Pinchpoints Bicycle Intersection Treatments (along Priority Bikeways only, includes bike signalization) Diverters Curb Extensions/Bulbouts

Setback Reduction Intersection Parking Control

Street Trees + Aesthetic Elements ADA Compliant Curb Ramps

Street Material Median Pedestrian Refuge

Street Lighting Active Warning Beacons

Enforcement and Awareness Countdown Pedestrian Signals

Parking Control Pedestrian Hybrid Beacons (Cleveland-specific term for peak-hour parking prohibitions)

22 | COMPLETE AND GREEN STREETS GUIDELINES

Figure 3.3 - Green Treatment Appropriateness Per Complete Streets Typologies

Legend * The Priority Bikeway Overlay can be applied to any typology without Appropriate in Most Cases affecting what green treatments are appropriate for that classification. Appropriate in Some Cases

Not Recommended Very Large, Commuter Street Street Commuter Large, Very Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Connector Commercial Large, Very Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Connector Commercial Large, Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Neighborhood Connector Large, Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Industrial Connector Large, Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Medium, Neighborhood Street Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Street Medium, Commercial Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Medium, Industrial Street Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Neighborhood Street Small, Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Shopping Street Street/Pedestrian Commercial Small, Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Spine Overlay Transit Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Street Alleyway/Access Lanes Travel Lanes Bike/Parking Amenity Zones/Medians Sidewalks Amended Soils Street Trees Sheet Flow Dispersion Bioretention Cells Bioretention Planters Bioretention Swales Pervious Concrete Porous Asphalt Permeable Pavers

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Very Large, Commuter Street > 70’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Reduced impervious surfaces • 4-6 lanes with dedicated turn lanes • Recycled roadway surface Example Existing Conditions • Target speed: 35mph • Median street trees and planting Curb to Curb Width: 88ft Right-of-Way: 120ft • Street trees • High-visibility crosswalks Land Use: Commercial/Residential • Pedestrian-scaled street lighting Option A (higher bus/bike priority) Connectivity: High • Median stormwater infiltration • Curbside stormwater swales Lanes: 7 Speed Limit: 35 • ADA compliant curb ramps and sidewalks • Shared bus/bike lane Transit: Bus • Accessible Pedestrian Signals Option B Traffic Calming: None • Pedestrian crossing refuge • Bicycle facilities on parallel street • Native and/or drought tolerant plantings • Minimum 8’ sidewalk or sidepath • Bicycle parking Proposed Users: Primary Secondary Existing Users: Primary Secondary 88’ o Curb t Curb Width Option A (4 auto lanes w/ turn lane) Option B (6 auto lanes w/ turn lane)

24 | COMPLETE AND GREEN STREETS GUIDELINES

Very Large, Commercial Street > 70’ Pavement Width = green infrastructure strategies Example Improved Characteristics Option A (higher bike/stormwater • Lanes: 4-5, target speed: 30mph priority) Example Existing Conditions • High-visibility crosswalks • 4 lanes Curb to Curb Width: 71ft Right-of-Way: 100ft • Pedestrian-scaled street lighting • Standard or buffered bike lanes Land Use: Commercial • Street trees • Permeable pavement Connectivity: Medium • ADA compliant curb ramps and sidewalks • Curbside continuous bioretention Lanes: 7 Speed Limit: 35 • Accessible Pedestrian Signals • Bulbouts with bioretention cells Transit: Bus • Native and/or drought tolerant plantings Option B Traffic Calming: None • Bicycle parking (including bike corrals) • 4 lanes with a planted median/turn lane • Recycled roadway surface • Shared lane markings • Curbside bioretention planters Proposed Users: Primary Secondary Existing Users: Primary Secondary

Note: 9’ parking lanes are shown Note: All turn conflicts along 71’ o Curb t Curb Width here adjacent to 5’ bike lanes. protected or buffered bike lanes Shared lanes may Other width configurations must be eliminated by using Option A (4 auto lanes, no median) Option B (4 auto lanes w/ turn lane) include “Bikes or designs (such as parking signal protection, turn restrictions, May Use Full Lane” buffered bike lanes) may be or merging zones.” Optional Signage (MUTCD preferred depending on roadway regulatory signage: RIGHT LANE R4-11) characteristics. The Complete and MUST TURN RIGHT – EXCEPT BIKES Green Street Design Guidelines will may be added at intersections. cover this topic in more detail.

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Very Large, Transit/Priority Bikeway Overlay > 70’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Reduced impervious surfaces • 4 auto lanes with dedicated turn lanes • Recycled roadway surface Example Existing Conditions • Target speed: 35mph • Median stormwater swale Curb to Curb Width: 88ft Right-of-Way: 120ft • Street trees • High-visibility crosswalks Land Use: Commercial/Residential • Pedestrian-scaled street lighting Option A (Transit Overlay) Connectivity: High • Median stormwater infiltration • Curbside stormwater swales Lanes: 7 Speed Limit: 35 • ADA compliant curb ramps and sidewalks • Wide shared bike-bus lane (16’ preferred) Transit: Bus • Accessible Pedestrian Signals Option B (Priority Bikeway Overlay) Traffic Calming: None • Pedestrian crossing refuge • Protected or curb-separated bikeway • Native and/or drought tolerant plantings • Bicycle parking Proposed Users: Primary Secondary Existing Users: Primary Secondary 88’ o Curb t Curb Width Note: All turn conflicts along Bicycle and bus lane configuration Option A Option B protected or buffered bike lanes will vary depending on conditions Protected or buffered bike lanes must be eliminated by using (for example, Bus Rapid Transit are the preferred treatment option signal protection, turn restrictions, lanes and loading platforms along on Priority Bikeway Overlay streets. or merging zones.” Optional Euclid Ave are located in the Design options for buffered and regulatory signage: RIGHT LANE center of the roadway). Different protected lanes will be covered in the MUST TURN RIGHT – EXCEPT BIKES design options will be presented Design Guidelines. may be added at intersections. in the Complete and Green Streets Design Guidelines.

26 | COMPLETE AND GREEN STREETS GUIDELINES

Large, Commercial Street 69’-48’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Street trees • 4 lanes with dedicated left turn lanes Option A (higher bike priority) Example Existing Conditions • Target speed: 35mph • Buffered bike lanes Curb to Curb Width: 69ft Right-of-Way: 96ft • High-visibility crosswalks • Curbside bioretention cells Land Use: Commercial/Residential • Pedestrian-scaled street lighting Option B (higher green Connectivity: High • ADA compliant curb ramps and sidewalks infrastructure priority) Lanes: 6 Speed Limit: 35 • Accessible Pedestrian Signals • Curbside stormwater swales Transit: Bus • Bicycle parking • On-street parking Traffic Calming: None • Recycled roadway surface • Bulb-outs with bioretention cells • Native and/or drought tolerant plantings • Shared lane markings • Reduced impervious surfacesProposed Users: Primary Secondary Existing Users: Primary Secondary 69’ o Curb t Curb Width Note: All turn conflicts along protected or buffered bike lanes Option A Option B Shared lanes may must be eliminated by using include “Bikes signal protection, turn restrictions, May Use Full Lane” or merging zones.” Optional Signage (MUTCD regulatory signage: RIGHT LANE R4-11) MUST TURN RIGHT – EXCEPT BIKES may be added at intersections.

2 0 1 3 | 27 CITY OF CLEVELAND, OHIO

Large, Neighborhood Street 69’-49’ Pavement Width = green infrastructure treatment Example Improved Characteristics • On-street parking • Lanes: 3-4 lanes Option A (higher bike priority) Example Existing Conditions • Target speed: 25mph • Bike Lanes Curb to Curb Width: 60ft Right-of-Way: 100ft • High-visibility crosswalks • Planted median Land Use: Residential • Pedestrian-scaled street lighting • Bulbouts with bioretention Connectivity: High • Accessible Pedestrian Signals • Retain existing street trees Lanes: 4 Speed Limit: 25 • ADA compliant curb ramps and sidewalks Option B (higher stormwater Transit: Bus • Recycled roadway surface priority) Traffic Calming: None • Street trees • Shared lane markings • Native and/or drought tolerant plantings • Curbside bioretention cells/swales • Reduced impervious surfaces Proposed Users: Primary Existing Users: Primary Secondary

Note: 9’ parking lanes are shown 60’ o Curb t Curb Width here adjacent to 5’ bike lanes. Shared lanes may Other width configurations Option A (2 auto lanes w/turn lane) Option B (4 auto lanes, no median) include “Bikes or designs (such as parking May Use Full Lane” buffered bike lanes) may be Signage (MUTCD preferred depending on roadway R4-11) characteristics. The Complete and Green Street Design Guidelines will cover this topic in more detail.

28 | COMPLETE AND GREEN STREETS GUIDELINES

Large, Industrial Street 69’-48’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Planted median (where feasible) • Lanes: 2 with center turn lane • Reduced impervious surfaces Example Existing Conditions • Target speed: 30mph Option A (higher bike priority) Curb to Curb Width: 61ft Right-of-Way: 85ft • High-visibility crosswalks • Bike lanes Land Use: Industrial/Office • Street lighting • Planted median Connectivity: Medium • Accessible Pedestrian Signals • Truck compatible bulb-outs with Lanes: 4 Speed Limit: 35 • ADA compliant curb ramps and sidewalks bioretention Transit: Bus • Curbside stormwater retention Option B Traffic Calming: None • Native and/or drought tolerant plantings • Pedestrian-scaled street lighting • Recycled roadway surface • Shared lane markings • Street trees Proposed Users: Primary Secondary Existing Users: Primary Secondary

Note: 9’ parking lanes are shown 61’ o Curb t Curb Width here adjacent to 5’ bike lanes. Shared lanes may Other width configurations Option A (2 auto lanes w/turn lane) Option B (4 auto lanes, no median) include “Bikes or designs (such as parking May Use Full Lane” buffered bike lanes) may be Signage (MUTCD preferred depending on roadway R4-11) characteristics. The Complete and Green Street Design Guidelines will cover this topic in more detail.

2 0 1 3 | 29 CITY OF CLEVELAND, OHIO

Large, Transit/Priority Bikeway Overlay 69’-49’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Median with pedestrian refuge (planted • High-visibility crosswalks where feasible) Example Existing Conditions • Pedestrian-scaled street lighting Option A (Transit Overlay) Curb to Curb Width: 73ft Right-of-Way: 100ft • ADA compliant curb ramps and sidewalks • Dedicated bus lane Land Use: Commercial/Industrial • Accessible Pedestrian Signals • Advanced bus stops Connectivity: High • Native and/or drought tolerant plantings • Protected or buffered bike lane Lanes: 5 Speed Limit: 35 • Bicycle parking Option B (Priority Bikeway Overlay) Transit: Bus • Recycled roadway surface • Protected or buffered bike lane Traffic Calming: None • Curbside stormwater swales • Reduced impervious surfaces • Street trees Proposed Users: Primary Secondary Existing Users: Primary and Secondary Users Vary 73’ o Curb t Curb Width Note: All turn conflicts along Note: 9’ parking lanes are shown protected or buffered bike lanes Option A Option B here adjacent to 6’ bike lanes. must be eliminated by using Protected or buffered bike lanes Other width configurations signal protection, turn restrictions, are the preferred treatment option or designs (such as parking or merging zones.” Optional on Priority Bikeway Overlay streets. buffered bike lanes) may be regulatory signage: RIGHT LANE Appropriate design options for preferred depending on roadway MUST TURN RIGHT – EXCEPT BIKES buffered and protected lanes will be characteristics. The Complete and may be added at intersections. covered in the Design Guidelines. Green Street Design Guidelines will cover this topic in more detail. Note: Contra-flow bicycle lanes may be an appropriate treatment along one-way streets. This will be covered in detail in the Cleveland Complete and Green Streets Design Guidelines.

30 | COMPLETE AND GREEN STREETS GUIDELINES

Medium, Neighborhood Street 48’-30’ Pavement Width = green infrastructure strategies Example Improved Characteristics Option A (higher bike priority) • Lanes: 2 • Permeable pavement Example Existing Conditions • Target speed: 25mph • Parking, one side of street Curb to Curb Width: 40ft Right-of-Way: 75ft • High-visibility crosswalks • Bike lanes Land Use: Residential • Pedestrian-scaled street lighting Option B Connectivity: Medium • Accessible Pedestrian Signals • Parking, both sides of street Lanes: 2 Speed Limit: 35 • ADA compliant curb ramps and sidewalks • Shared lane markings Transit: Bus • Recycled roadway surface • Bulbouts with bioretention Traffic Calming: None • Street trees • Mid-block bioretention bulbouts (may • Native and/or drought tolerant plantings include mid-block pedestrian crossings) • Reduced impervious surfaces Proposed Users: Primary Existing Users: Primary Secondary

Option C A third option without 40’ o Curb t Curb Width parking can be utilized where on- Shared lanes may street parking is not a need. This Option A Option B include “Bikes would provide two on-street bike May Use Full Lane” lanes, two general purpose lanes Signage (MUTCD and a center turn lane. Pedestrian R4-11) refuge islands are a possibility with this configuration as well.

Note: 9’ parking lanes are shown here adjacent to 5’ bike lanes. Other width configurations or designs (such as parking buffered bike lanes) may be preferred depending on roadway characteristics. The Complete and Green Street Design Guidelines will cover this topic in more detail.

2 0 1 3 | 31 CITY OF CLEVELAND, OHIO

Medium, Commercial Street 48’-30’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Reduced impervious surfaces • Lanes: 2-3, Target speed: 25 mph Option A Example Existing Conditions • High-visibility crosswalks • Curbside bioretention cells Curb to Curb Width: 40ft Right-of-Way: 75ft • Pedestrian-scaled street lighting Option B Land Use: Residential • ADA compliant curb ramps and sidewalks • Shared lane markings Connectivity: Medium • Accessible Pedestrian Signals • Curbside continuous bioretention Lanes: 2 Speed Limit: 35 • Native and/or drought tolerant plantings • Bulb-outs with bioretention cells Transit: Bus • Parking/loading lane Permeable pavement Traffic Calming: None • Sidewalk furniture • Street trees • Bicycle parking (including bike corrals) Proposed Users: Primary Secondary Existing Users: Primary Secondary

40’ o Curb t Curb Width Option C A third option without Option A will Shared lanes may Option A Option B parking can be utilized where on- include “Bikes include “Bikes street parking is not a need. This May Use Full Lane” May Use Full Lane” would provide two on-street bike Signage (MUTCD Signage (MUTCD lanes, two general purpose lanes R4-11) R4-11) and a center turn lane. Pedestrian refuge islands are a possibility with this configuration as well.

32 | COMPLETE AND GREEN STREETS GUIDELINES

Medium, Industrial Street 48’-30’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Reduced impervious surfaces • Lanes: 2 Option A Example Existing Conditions • Target speed: 25 mph • Parking/loading both sides of street Curb to Curb Width: 40ft Right-of-Way: 66ft • High-visibility crosswalks • Shared lane markings Land Use: Industrial/Office • Street lighting Option B (higher bike priority) Connectivity: Medium • Accessible Pedestrian Signals • Truck compatible bulb-outs with Lanes: 2 Speed Limit: 35 • ADA compliant curb ramps and sidewalks bioretention Transit: None • Bicycle parking (includes bike corrals) • Parking/loading one side of street Traffic Calming: None • Native and/or drought tolerant plantings • Bike lanes Transit not • Recycled roadway surface • Mid-block bioretention bulb-outs typical • Street trees Proposed Users: Primary Secondary Existing Users: Primary Secondary

Note: 8’ parking lanes are shown 40’ o Curb t Curb Width here adjacent to 5’ bike lanes. Shared lanes may Other width configurations Option A (parking both sides) Option B (parking one side) include “Bikes or designs (such as parking May Use Full Lane” buffered bike lanes) may be Signage (MUTCD preferred depending on roadway R4-11) characteristics. The Complete and Green Street Design Guidelines will cover this topic in more detail.

2 0 1 3 | 33 CITY OF CLEVELAND, OHIO

Medium, Transit/Priority Bikeway Overlay 48’-30’ Pavement Width = green infrastructure strategies Example Improved Characteristics Option A (Transit Overlay) • Lanes: 2 • Dedicated bus pull-offs and waiting areas Example Existing Conditions • Target speed: 25mph • Parking, one side of street Curb to Curb Width: 40ft Right-of-Way: 75ft • High-visibility crosswalks • Bike lanes Land Use: Residential • Pedestrian-scaled street lighting Option B (Priority Bikeway Overlay) Connectivity: Medium • Accessible Pedestrian Signals • Bulb-outs with bioretention cells Lanes: 2 Speed Limit: 35 • ADA compliant curb ramps and sidewalks • Mid-block bioretention bulbouts (may Transit: Bus • Recycled roadway surface include mid-block pedestrian crossing) Traffic Calming: None • Street trees • Parking, one side of street • Native and/or drought tolerant plantings • Bike lanes • Reduced impervious surfaces Proposed Users: Primary Existing Users: Primary Secondary

Note: 9’ parking lanes are shown 40’ o Curb t Curb Width here adjacent to 5’ bike lanes. Other width configurations Option A Option B or designs (such as parking buffered bike lanes) may be preferred depending on roadway characteristics. The Complete and Green Street Design Guidelines will cover this topic in more detail.

34 | COMPLETE AND GREEN STREETS GUIDELINES

Small, Neighborhood Street < 30’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Curbside bioretention cells • Lanes: 1-2 • On street parking Example Existing Conditions • Target speed: 20 mph • Intersection traffic calming treatments Curb to Curb Width: 28ft Right-of-Way: 48ft • Reduced impervious surfaces • High-visibility crosswalks Land Use: Residential • Pedestrian-scaled street lighting Connectivity: Medium • Bulb-outs with bioretention cells Lanes: 2 Speed Limit: 25 • ADA compliant curb ramps and sidewalks Transit: None • Recycled roadway surface Traffic Calming: None • Street trees Transit not • Native and/or drought tolerant plantings typical Proposed Users: Primary Secondary Existing Users: Primary Secondary

28’ o Curb t Curb Width Shared lanes may include “Bikes May Use Full Lane” Signage (MUTCD Shared lane markings R4-11) and bicycle wayfinding signage may be used along designated bicycle routes

2 0 1 3 | 35 1 2 1 2

CITY OF CLEVELAND, OHIO

Small, Commercial Street < 30’ Pavement Width = green infrastructure strategies Example Improved Characteristics • Parking/loading lane • Lanes: 1 • Bicycle parking (including bike corrals) Example Existing Conditions • High-visibility crosswalks • Sidewalk furniture Curb to Curb Width: 20ft Right-of-Way: 60ft • Street trees • Pedestrian-scaled street lighting Land Use: Commercial • Bulb-outs with Bioretention cells Option A Connectivity: Low • ADA compliant curb ramps and sidewalks • Curbside continuous bioretention Lanes: 1 Speed Limit: n/a • Accessible Pedestrian Signals Option B Transit: None • Permeable pavement • Filterra or similar stormwater treatment Traffic Calming: Several types • Reduced impervious surfaces • Native and/or drought tolerant plantings Proposed Users: Primary Secondary Existing Users: Primary Secondary

20’ o Curb t Curb Width Option A Option B

36 | COMPLETE AND GREEN STREETS GUIDELINES

Alleyways/Access Pavement Width Varies = green infrastructure strategies Example Improved Characteristics • Parking/loading one side of street • Lanes: 1 • Add tree boxes in parking lane Example Existing Conditions • Target speed: 20 mph Option B (higher bike priority) Curb to Curb Width: 20ft Right-of-Way: 40ft • High-visibility crosswalks • No parking, loading zone only Land Use: Access • Street lighting • One-way motor vehicle traffic, two-way Connectivity: Low • Accessible Pedestrian Signals bike travel (contra-flow bike lane) Lanes: 1 Speed Limit: 25 • ADA compliant curb ramps and sidewalks Option C (create linear park) Transit: None • Permeable asphalt/concrete or pavers • Prohibit vehicular access Traffic Calming: None • Reduced impervious surfaces • Permeable grass pavers or natural surface Transit not Option A (higher parking priority) • Add pedestrian-scaled lighting typical • One-way shared lane Proposed Users: Primary Secondary Existing Users: Primary Secondary

20’ o Curb t Curb Width 20’ o Curb t Curb Width 20’ o Curb t Curb Width Shared lanes may include “Bikes Option A Option B Option C May Use Full Lane” Signage (MUTCD R4-11)

Shared lane markings and bicycle wayfinding signage may be used along designated bicycle routes

2 0 1 3 | 37 CITY OF CLEVELAND, OHIO Priority Bikeway Overlay Potential Treatments Neighborhood Greenways/Bicycle Boulevards Priority Bikeway Overlay - While all typologies include considerations for bicyclists, the Priority Bikeway Overlay uses additional treatments that give roadway priority to bicycle users. These treatments are intended to improve Signs and Pavement Markings identify the street as a bicycle safety, comfort and convenience for bicyclists and encourage them to utilize these routes as much as possible for priority route. trips. The Priority Bikeway Overlay may be applied to corridors that are identified in the Cleveland Bikeway Master Plan. Additionally, the Priority Bikeway Overlay may be applied to roadways that meet the warrants described in the Curb Extensions shorten future Cleveland Complete and Green Streets Design Guide. Enhanced Crossings Partial Closures and other pedestrian crossing use signals, beacons, volume management tools distance. and road geometry to limit the number of cars The treatments on the following two pages highlight some of the design features that may be found along Cleveland increase safety at major traveling on the bicycle Mini Traffic Circles slow Priority Bikeways. The Cleveland Complete and Green Streets Design Guide will provide detailed information on the intersections. boulevard. drivers in advance of treatments shown here as well as additional Priority Bikeway treatments such as buffered bicycle lanes, separated intersections. multi-use paths, mid-block crossings and cycle tracks.

Colored Pavement for Bikeways and Bicycle Wayfinding Signage Protected or Separated Bikeways (also known as Cycletracks) Conflict Areas Note: This facility type is appropriate only when turning conflicts at intersections and driveways have been addressed with Elementary Decision Conrmation approved designs. D Sign C C School C Sign Openings in the barrier or curb are needed at Cycle tracks can be intersection and driveways. Signal protection, designed in multiple turn restrictions, or merging areas shall be ways provided at all junctions.

BIKE ROUTE Library D BIKE ROUTE Elementary School 0.3 miles 2 min C T Library 0.7 miles 5 min D Turn Sign C T T City Park T 1.5 miles 12 min D Library

38 | COMPLETE AND GREEN STREETS GUIDELINES

Bicycle Actuation, Detection and Signalization

Video detection camera

Optically programmed Bicycle Intersection Markings or louvered signals can be used to give bicyclists a leading interval at the intersection.

Colored Elephant’s Dotted Line Conflict Area Feet

Push button actuation Near-side bicycle signal for greater visibility RTMS

Bicycle detector pavement marking (MUTCD Figure 9C-7)

In bike lane Bicycle signals must utilize loop detection appropriate detection and actuation Pedestrian Hybrid Beacons at Should be installed at least 100 feet from side streets or Major Roadway Crossings Hybrid Beacon driveways that are controlled Bicycle Corrals by STOP or YIELD signs

Include plantings such W11-15 as street trees

Bicycle Corral Push button actuation D4-3

Raised bulb-out with bio- Permeable grate to allow for filtration water filtration

2 0 1 3 | 39 CITY OF CLEVELAND, OHIO

Detailed Map 4 Cleveland Complete and Green Streets Typologies

Complete and Green Streets Typologies Limited Access, Lake Shore Blvd Atypical 90 Very Large Streets, Commercial Very Large Streets, Commuter Street 90 Very Large Streets, Industrial Lake Erie Large Streets, Commercial Large Streets, Industrial Euclid Ave Large Streets, Neighborhood Medium Streets, Commercial Medium Streets, Industrial Detailed Map 2 Detailed Map 5 Medium Streets, Neighborhood St. Clair Ave. Small Streets, Access+Alleys Small Streets, Commercial Superior Ave Small Streets, Neighborhood Cleveland Memorial Shoreway

Access+Alleys 26th St Transit Spine Overlay 18th St Mayfield Rd Chester Ave 9th St Priority Bikeway Overlay Euclid Ave Ontario St Streets Outside of City Limits

Transit Lines Orange Ave Woodland Ave Clifton Blvd Shaker Blvd

Candidate Green Infrastructure Areas Detroit Ave Buckeye Rd 55th St 55th 71 Woodhill Rd Water Bodies Detailed Map 1 490 Detailed Map 6 Kinsman Rd 90 Berea Rd Cleveland City Limits

25th St 77 Broadway Ave Lorain Ave

Hwy 176

71 Miles Ave

Pearl Rd State Rd 480

480 Rd Broadview Overview Map Rocky River Dr 480 City of Cleveland, OH Brookpark Rd Detailed Map 3 Sources: City of Cleveland, NOACA Date: 8/16/2013 Authors: JC, SP Alta Planning + Design

Hwy 237

00.5 1 2 Miles

40 | COMPLETE AND GREEN STREETS GUIDELINES

104th St Cleveland Complete and Madison Ave

Green Streets Typologies 99th St Complete and Green Streets Typologies

117thSt

104th St 104th 97th St 97th

Limited Access, St 106th 101st St Atypical

Very Large Streets, Commercial Woodslee Ct Berea Rd 114th St I 90 St 103rd Very Large Streets, Commuter Street Riverside Dr Roxboro Ave St 105th Fischer Rd Elmwood Ave 104th St Very Large Streets, Industrial Montrose Ave 116th St

121st St

Pilgrim Ave Alger Rd 110th St Large Streets, Commercial Valley Pkwy

Triskett Rd 105th Pl 99th St Large Streets, Industrial 139th St

Edgecliff Ave 142nd St Joan Ave

165th St Warren Rd 144th St St 112th 159th St

Large Streets, Neighborhood 119th St 115th St 115th

129th St Norway Ave 130th St Medium Streets, Commercial Harley Ave Belden Ave Fidelity Ave

Medium Streets, Industrial Southland Ave Headley Ave 98th St

Berea Rd Lorain Ave

Medium Streets, Neighborhood 157th St Governor Ave

151st St 148th St 148th

100th St

Gramatan Ave

155th St Small Streets, Access+Alleys Lorain Ct 118th St

159th St

135th St

137th St Fortune Ave Ernadale Ave Rainbow Ave Curran Ave 120th St Linnet Ave

Small Streets, Commercial 123rdSt TuttleRockport Ave Ave Tudor Ave

128th St Dale Ave West Park Rd 126th St Small Streets, Neighborhood Thrush Ave Clinton Rd 132nd St Cooley Ave

134th St Access+Alleys Lucille Ave Norton Rd Rapid Sta Peony Ave

Highland Rd 179th St Beech Ave 136th St Milan Ave Transit Spine Overlay

129th St

102nd St

133rdSt 165th St 160th St Cress Rd

Priority Bikeway Overlay 104th St 165th St

169th St 158th St

Old Lorain Rd 138th St Rocky River Dr Fairlawn Ave

135th St

Streets Outside of City Limits 116th St

Albers Ave 152nd St 140thSt 122nd St

118th St Viola Ave West Ave 130thSt Bradgate Ave Brooklawn Ave Briggs Rd

Transit Lines St 146th Tyler Ave St John Ave Chatfield Ave Courtland Ave

151st St 129th St 129th I 71 Candidate Green Infrastructure Areas Riveredge Rd 176th St Larchwood Ave Emery Ave Melgrave Ave Guardian Blvd

157th St Elsetta Ave Sedalia Ave 143rdSt Water Bodies Liberty Ave Valleyview Ave St 150th Highlandview Ave Leeila Ave Woodbury Ave St James Ave Wanda Ave

127th St 181stSt Terminal Ave Cleveland City Limits Westdale Ave Golf View Dr Harold Ave Firsby Ave Ellwood Ave

162nd St

197th St Sprengel Ave

168th St

194th St

139th St

191st St

187th St

154th St

182nd St

131st St

156th St FairwayDr Puritas Ave Puritas Ave 176th St 173rdSt Eleanore Dr Lena Ave Flamingo Ave Driveway Ponciana Ave Thornhope Rd Apelt Dr 167th St West Parkway Rd Fairville Ave 128th St 118th St

152nd St

146th St Kilson Ave 144th St Wilton Ave Erwin Ave

156th St

185th St 160th St

158th St 157th St Kirton Ave Emerald Pkwy Parkmount Ave Parkmount Ave 149th St Carrington Ave

145th St

Detailed Map 1 Louis Ave 147th St Brysdale Ave Astor Ave City of Cleveland, OH Industrial Pkwy Grayton Rd Cleveland Pkwy

127th St Sources: City of Cleveland, NOACA Sprecher Ave 125th St Maplewood Ave Briar Rd Date: 8/16/2013 I 480 Emerald Ct Enterprise Ave Authors: JC, SP Alta Planning + Design SR 237

Old Grayton Rd Brookpark Rd Brookpark Rd Hangar Rd 0 0.5 1 Miles

2 0 1 3 | 41 CITY OF CLEVELAND, OHIO

Cleveland Complete and Green Streets Typologies

Complete and Green Streets Typologies Limited Access, Atypical Very Large Streets, Commercial Very Large Streets, Commuter Street Very Large Streets, Industrial Large Streets, Commercial Large Streets, Industrial Large Streets, Neighborhood 90 49th St Medium Streets, Commercial Medium Streets, Industrial 40th St Medium Streets, Neighborhood Marginal Rd 45th St Small Streets, Access+Alleys Lake Erie

Small Streets, Commercial 38th St King Ave Small Streets, Neighborhood 41st St Access+Alleys 39th St

Transit Spine Overlay 26th St Hamilton Ave 33rd St 36th St Priority Bikeway Overlay Cleveland Memorial Shoreway 90 30th St Streets Outside of City Limits 25th St 31st St 9th St

27th St 38th S Davenport Ave Transit Lines 24th St 22nd St Rockwell21st St Ave t

27th St

25th Pl

Candidate Green Infrastructure Areas Erieside Ave 23rd St Perkins Ave Emerald Ct

19th St Lakeside Ave9th St Walnut Ave Water Bodies Alfred Lerner Way 6th St 24th St Mall Dr Euclid Ave Dodge Ct 22nd St 4th St 2nd St Prospect Ave Cleveland City Limits

Front Ave 32nd St 9th St Brownell Ct Barn Ct 28th St 35th St Old River Rd 9th Pl 19th St Prospect Ave Erie Ct Huron Rd Elm St Sumner Ave Carter Rd Canal Rd Gardner Ct Community College Ave

Salt Rd Loop Dr Center St

River Rd 3rd St Woodland Ave Main Ave Superior Via Fall St Whiskey Is Division Ave Broadway Ave 35th St Harbor View Dr 38th St 29th St 30th St Stones Levee 9th St ExtensionDrydock Ave 27th Pl Scranton Rd Edgewater Dr Riverbed St 37th St 3rd St Detailed Map 2 Carter Rd Croton Ave

17th St 17th 58th St58th 23rd St City of Cleveland, OH 110th St Lake Ave Father Caruso Dr Vine Ct 31st Pl 24th Pl Cliff Dr St 49th St Sources: City of Cleveland, NOACA St54th Wheat Ct 38th St Transport Rd

67th St Jay Ave

115th St

Date: 8/16/2013 St20th West Blvd

59th St59th 40th

70th St70th 18th St Authors: JC, SP 64th St Iron Ct

112th St St 74th 26th St 25th St Trumbull Ave

76th St Carroll Ct Rockefeller Ave 52nd St Alta Planning + Design 106th St Willey Ave 6th St

46th Pl 46th John Ave Jefferson Ave

13th Pl 13th 15th St15th Clinton Ave 10th St Literary Rd 104th St Baltic Rd Alley Thurman Ave Desmond Ave 58th St

117th St 117th 102nd St

83rd St 83rd 5th St 116th St 110th St

87th St Lorain Ave

91st 91st St 48th St

54th St 54th Fulton Ct Fir Ave 4th St I 490

77th St Chatham Ave 57th St 57th 107th St

York Ave St 11th 0 0.5 1

74th St

47th St 69th 69th St

80th St80th Lorain Ct 84th 84th St 65th St 65th Miles

50th 50th St Siam Ave 5th St5th

Berea Rd 7th St Peach Ct 61st St 61st 59th Pl 59th Potter Ct

01st St

1 7

1 42 | 26th St 25th St Rockefeller Ave Trumbull Ave Willey Ave 6th St Desmond Ave 10th St

83rd St 83rd 5th St

87th St Lorain Ave

91st 91st St

48th St 55th St 55th

Fir Ave St 54th Fulton Ct Chatham Ave I 490 COMPLETE AND GREEN STREETS GUIDELINES

77th St

57th St 57th th St 58th Pl Fulton Rd

rain Ct Lester St NurseryAve 47 Lo Wren Ave

Cleveland Complete and 50th Peach Ct Siam Ave Potter Ct

15th St 15th 61st St 61st

59th Pl 59th 7th St Dille Ave Track Ave 19th Pl 19th 93rd St Auburn Ave Broadway Ave

Lawn Ave St 65th Freas Ave St 55th

Green Streets Typologies St 61st 48th Pl 48th

27th St I 490

Aspen Ct St 65th 3rd St 3rd Tichon St St 63rd

96th Pl 90 89th St Elton Ct St 67th Complete and Green Streets Typologies St 85th Wade Ave

Walworth Ave St 14th Carson Ave Seymour Ave Independence Rd Bessemer Ave

83rd St Lorain Ave 93rd St 93rd

80th St80th 55th St Erin Ave Limited Access, Castle Ave 45th St 67th St List Ct Willard Ave Walton Ave 11th St Clark Ave 77 Atypical Nordica Ct Train Ave Mirlo Ct Clark Ave

Very Large Streets, Commercial 90 50th Pl McBride Ave

Kinkel Ave St 13th 16th St 16th Regent Rd

Emily Ct Seldon Ct Quigley Rd Pl 56th Very Large Streets, Commuter Street Trent Ave

Althen Ave 49thSt Camden Ave Stock Ave Kouba Ave Holmden Ave

Very Large Streets, Industrial St 68th Heidtman Pkwy Holmden Ct Hamm Ave Cable Ave

Hyde Ave St 31st 33rd St 33rd

86th St Dearborn Ave

90th St 43rd St 43rd Large Streets, Commercial 94th St

Hillman Ave

47th St

58th St 30th St 30th

62nd Pl

51st Pl

55th Pl

66th St 66th 51st 51st St

Large Streets, Industrial 82nd St 69th St69th

23rd Pl Blanche Ave

Sackett Ave 19th Pl 17th St 65thSt

67th Pl St 34th 42nd Pl 42nd

Large Streets, Neighborhood 88th St

46th St 95th St95th

Almira Ave St 32nd 44th Pl 44th Medium Streets, Commercial 59th Pl Campbell Rd 25th St 46th St46th Woodbridge Ave Ackley Rd 50th St Aiken Ave Medium Streets, Industrial 91st St Marvin Ave Baxter Ave

63rd St 49th St

60th St Daisy Ave

69th St St 54th Medium Streets, Neighborhood 58th St Steelyard Dr 54th St Bush Ave Pl 29th

97th St 66th St View Rd St 61st

45th St 45th Cullen Dr Sebert Ave

Small Streets, Access+Alleys Poe Ave St 57th 47th St 47th 61st St Smith Ave St 50th 50th Pl Small Streets, Commercial Ridge Rd St 53rd Fullerton Ave

Small Streets, Neighborhood 56th St 48th St Mapledale Ave 47th Pl Hosmer Ave Access+Alleys Forestdale Ave Belt Line Ave St 50th Archwood Ave St 54th Jennings Rd 42nd St St 57th

Transit Spine Overlay Fern Ct 15th St

14th St

1st St Denison Ave23rd St Priority Bikeway Overlay Russell Ln John Nagy Blvd St 67th 43rd St St 36th Hege Ave 40th St Bradwell Ave Streets Outside of City Limits St 64th

56th St

38th St 18th St 18th Fulton Rd St20th Park Dr Transit Lines 71 Parkridge Ave Valley Rd Park Ave Ridgeview Rd Revere Ct Candidate Green Infrastructure Areas Broadview Rd 176

Brookside Dr Wildlife Way Crestline Ave 50th St 50th

48th St 48th Muriel Ave River Ridge Dr 77 56th St 56th

Water Bodies Tarlton Ave Bradley Rd St 68th 59th St 59th

63rd St

62nd St 62nd 11th St Memphis Ave St44th Canova Ave

24th St 20th St 20th Cleveland City Limits Spokane Ave 22nd St Plymouth Rd

Colburn Ave Mayview Ave 49th St 49th 52nd 52nd St Woburn Ave South Ridge Dr

66th St 66th Roanoke Ave

62nd St 62nd

58th St58th 47th St 47th Jennings Rd 56th St56th Tate Ave Leopold Ave St10th Skyview Rd Sky Lane Dr

Gifford Dr 51st St Gifford Ave South HillsSouth Dr Wichita Ave Cecilia Ave St 30th

Tampa Ave St 14th Behrwald Ave Bangor Ave Cypress Ave Panna Ln Schiller Ave St 28th Hilland Dr Judie Dr

Ridge Rd Stickney Ave 176 Ira Ave Pearl Rd Portman Ave Eric Ln Detailed Map 3 Oak Park Ave

Archmere Ave 41st St City of Cleveland, OH Marcie Dr Broadale Rd 45th St45th Bader Ave

Delora Ave St 19th Sources: City of Cleveland, NOACA Burger Ave Ralph Ave St 25th Cook Ave Schaaf Rd

Date: 8/16/2013 Wetzel Ave Silverdale Ave 47th St 47th Authors: JC, SP St12th 480 Alta Planning + Design Lennox Ave

Brookpark Rd

6th St 6th 2nd St 2nd 0 0.5 1 480 Miles

2 0 1 3 | 43 CITY OF CLEVELAND, OHIO

Cleveland Complete and Green Streets Typologies

Complete and Green Streets Typologies Maplecliff Rd Limited Access,

Atypical Landseer Rd Very Large Streets, Commercial

Very Large Streets, Commuter Street Windward Rd Very Large Streets, Industrial Hiller Ave Dorchester Dr Large Streets, Commercial Neff Rd Mohawk Ave

Large Streets, Industrial East Park Dr 200th St 200th

Large Streets, Neighborhood

197th St 197th 193rd St 193rd Brazil Rd St 188th Medium Streets, Commercial Magnolia Dr Marcella Rd Shawnee Ave Medium Streets, Industrial 159th St Brian Ave Neff Rd Medium Streets, Neighborhood St 185th Bella Dr Park Ave

Small Streets, Access+Alleys 177thSt Small Streets, Commercial

Small Streets, Neighborhood Lake Erie Pythias Ave St 171st 176th St 176th

Access+Alleys 150th St Grovewood Ave Dalwood Dr Chardon Rd Transit Spine Overlay Shore Acres Dr Villaview Rd

Priority Bikeway Overlay Lanken Ave 161st St 161st

169th St 169th I 90

156th St 156th 167th St 167th Streets Outside of City Limits 148th St Waterloo Rd Syracuse Ave

Transit Lines 187th St Firwood Rd

Westropp Ave Jergens Way 170th St 176th St

Candidate Green Infrastructure Areas 185th St 168th St Othello Ave St Clair174th Ave St Darwin Ave 172nd St Water Bodies Darley Ave

Cleveland City Limits Saranac Rd 166th St Holmes Ave St 162nd Catalpa Rd

156th St Plane Ave 136th St

Rudyard Rd Avalon Rd 133rd St 133rd Cobalt Ave Cliffview Rd I 90 London Rd

154th St 154th RoselandWayside Rd Rd

152nd St 152nd 143rd St 143rd

Kipling Ave

140th Pl 140th 149th St 149th Coit Rd 141st St 141st Yorick Ave Rudwick Rd Weston Rd

144th St 144th Torbenson Dr 145th St Green Rd Rugby Rd 147th St Kirby Ave Victoria Rd Mandalay Ave Olympia Rd Greenvale RdGreen Rd Detailed Map 4 Alcoy Rd Rutland Ave

Taft Ave Hilton Rd City of Cleveland, OH 146th St

134th St Idarose Ave Edgehill Dr 131st St Iowa Ave Endora Rd Sources: City of Cleveland, NOACA Corbus Rd Glenside Rd Date: 8/16/2013 Locke Ave

Sellers Ave St123rd Leuer Ave 120th St Authors: JC, SP Alta Planning + Design Elk Ave

110th St 112th St

Barrett Ave 124th St

99th St

96th St

129th St

115th St 115th 118th St 118th 93rd St 109th St 0 0.5 1 Marginal Rd

Carr Ave Miles 127th St

107th St

103rd St103rd Gray Ave

125th St 105th St 105th 44 |

St. Clair Ave.

120th St 112th St Barrett Ave 124th St COMPLETE AND GREEN STREETS GUIDELINES

129th St

115th St 115th

118th St 118th 109th St

99th St Carnation Ct Cleveland Complete and Lowell Ave Elgin Ave Thornhill Dr Brackland Ave Green Streets Typologies 117th St 99th St

Stewart Ave St103rd Everton Ave Gordon Park Complete and Green Streets Typologies Garfield Ave Hopkins Ave Arlington Ave

82nd St 82nd 88th St St ClairYale Ave Ave Limited Access, Marginal Rd Earle Ave Durant Ave 70th St Parmelee Ave

Atypical Dr Linn Fairport Ave

128th St

Wheelock Rd 129th St 79th St 79th

72nd St Kempton Ave

Very Large Streets, Commercial Ida Ave Amor Ave Saywell Ave 70th St Very Large Streets, Commuter Street Massie Ave Ada Ave

75th St75th Parkgate Ave Castlewood Ave Very Large Streets, Industrial 92nd St

64th St St67th Simon Ave Drexel Ave 69th Pl 69th East Blvd Phillips Ave

Large Streets, Commercial North Blvd 123rd St 63rd St 63rd 66th St Dallas Rd Tacoma Ave 124th Pl

Large Streets, Industrial 78th St 112th St

I 90 St 76th Pulaski Ave Hulda Ct 72nd St 72nd Large Streets, Neighborhood 114th St 49th St Carry AveNorwood Rd Kosciuszko Ave Olivet Ave Olivet Ct 58th St

Medium Streets, Commercial 90th St Hecker Ave St 99th

Medium Streets, Industrial Hull Ave 111th St Beulah Ave Alley

87th 87th St

84th St84th 82nd 82nd St

80th St 80th 123rd St

Hamilton Ave St 114th Medium Streets, Neighborhood 45th St Orville Ave 52nd St 95th St Superior Ave St 105th Kelton Ave Giddings Rd

61st St Ashbury Ave Small Streets, Access+Alleys 68th St

48th Pl St60th 122nd St 90th St 90th

58th St58th Decker Ave

88th St

94th St 94th 112th St 112th Small Streets, Commercial St 92nd Martin Luther King Jr Dr Lakeview Rd 41st St Small Streets, Neighborhood Luther Ave Wade Park Ave St 115th

85th St85th Ansel Rd 39th St 47th St St 66th Everett Ct Birchdale Ave 118th St Access+Alleys 45th St 82nd St Magnolia Dr Zoeter Ave Wade Oval Dr White Ave Cory Ave Kenmore Ave 123rd St

55th St 55th Harkness Rd Transit Spine Overlay Whittier Ave 41st St Linwood Ave Priority Bikeway Overlay Linwood Ave Hazel Dr

93rd 93rd Ford Dr 46th Pl Lexington Ave Juniper Rd Streets Outside of City Limits 43rd St

Quimby Ave 81st St 88th Pl 38th St

84th St Hough Ave Lamont Ave 119th St

86th St 70th St 70th

Sagamore Ave Rd Coltman Transit Lines Olive Ct Cornell Rd Lucerne Ave Park Ln

Perkins Ave Chester Ave Adelbert Rd

93rd St 93rd 97th St97th 40th St Crawford Rd 101st St Candidate Green InfrastructurePerkins Areas Ave Fairview Ave

Stokes Blvd 61st St 61st

65th St 57th St 57th

69th St 69th Beacon Pl Euclid Ave

88thSt

90th St 90th

72nd Pl 81st Pl 81st

Ceylon Ct St 75th Water Bodies Euclid Ave Prospect Ave Carnegie Ave 77th St77th Carlton Rd 46th St

Prospect Ave St 86th 71st 71st St

96th St

Ashland Rd 102nd St

Cleveland City Limits Van Pl Cedar Ave

39th St 35th St

79th St 79th Stokes Blvd 49th St

Frank Ave

81st St

83rd 83rd St

100th St

76th St 76th

61st 61st St

69th St 69th 89th St89th 73rd St 73rd Arthur Ave

Unwin Rd St87th

95th St 95th

103rd St103rd 85th St 85th

Community College Ave Lucia Ave 90th St 59th St 59th

42nd St

77th St77th

61st 61st St

67th St 67th 63rd St 63rd

65th St Quincy Ave

74th St 74th 72nd 72nd Pl

87th St Scovill Ave St 69th Keyes Ave Woodstock Ave Britton Dr

Outhwaite Ave St 93rd BaldwinMount Rd Carmel Rd

38th St Case Ct 61st St Platt Ave

84th St 66th St 66th 37th St

126th St 82nd St

Kemper Rd

Detailed Map 5 Croton Ave 110th St Otis Ct 80th St 127th St 51st St Bundy Dr Kennedy Ave City of Cleveland, OH 45th Pl 48th St Evarts Rd

Yeakel Ave 115th St Beaver Ave Shale Ave 112th St

Sources: City of Cleveland, NOACA Lisbon Rd St 124th

121st St 75th St 51st St Date: 8/16/2013 St 55th Shaker Blvd 40th St Crayton Ave Grand Ave Grand Ave Iron Ct Williams Ave Authors: JC, SP Trumbull Ave Drexmore Rd Alta Planning + Design Grand AveBerwick Rd Holton Ave 90th St

103rd St103rd Buckeye Rd Colfax Rd Ludlow Rd

64th St Elwell Ave

120th St 125th St 125th

Woodhill Rd 106th St 83rd St 83rd

Bower Ave Harvey Ave 128th St 81st St Falcon Rd 91st St Sophia Ave

Praha Ave Higbee Ave 118th St Alpine Ave 0 0.5 1 71st St

Wren Ave Port Ave Parkview Ave Miles

126th St 126th

128th 128th St t Dille Ave Track Ave

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65th S 65th

63rd St 63rd 67th St 67th Carson Ave Berwick Rd Colfax Rd Ludlow Rd

Woodhill Rd 83rd St 83rd

Harvey Ave 128th St 81st St 81st CITY OF CLEVELAND, OHIO St 91st Sophia Ave

71st St Cleveland Complete and 84th St Parkview Ave

81st St Continental Ave Becket Rd Livingston Rd

75th St St 83rd

97th St 97th Gring Ave

Green Streets Typologies Manor Ave Melba Ave 78th St 78th

Dickens Ave St 130th Soika Ave Preble Ave Hilgert Dr Complete and Green Streets Typologies Ramona Blvd Milverton Rd Carson Ave Carson

Limited Access, St 93rd Larry Doby Way

135th St

80th St 80th 132nd St 132nd 90th St Carton Ave Kinsman Rd

Atypical St 82nd Park Heights Rd Luke Ave St 126th Very Large Streets, Commercial

Regent Rd Easton Ave

117th St 117th 89th St 89th

Very Large Streets, Commuter Street St 137th

Marah Ave St 134th

146th St 146th 79th St 79th

Eliot Ave St 128th

88th St

139th St 139th

142nd St 142nd

113th St 113th

149th St 149th 87th St 87th

Very Large Streets, Industrial St 125th

78th St Heath Ave

Large Streets, Commercial

121st St 121st

73rd St 73rd

108th St 108th 104th St 104th Large Streets, Industrial Union Ave St 128th

77th Pl 69th St 69th Gibson Ave St 114th

Large Streets, Neighborhood Benham Ave

88th St 88th

143rd St 143rd

138th St 138th 118th St 118th

Medium Streets, Commercial St 140th

105th St 105th

108th St 108th

74th St 74th 151st St 151st

Orleans Ave 112th St

80th St 80th 154th St 154th

76th St 76th Craven Ave

135th St 135th 146th St 146th Medium Streets, IndustrialBaxter Ave St 82nd Aetna Rd Melzer Ave

Medium Streets, Neighborhood Inman Ave St 129th

117th St 117th 149th St 149th Sandusky Ave St 106th Sebert Ave Osage Ave Invermere Ave Small Streets, Access+Alleys St 127th Svec Ave

Cambridge Ave Gay Ave St 120th 124th St 124th

Way Ave St 153rd

Small Streets, Commercial Marble Ave Coath Ave St 142nd Walden Ave 186th St Fullerton Ave St 144th

Talford Ave 189th St

114th St 114th 147th St 147th Spaord RdBurke Ave Prince Ave St 173rd

Small Streets, Neighborhood St 91st Angelus Ave

Broadway Ave St 130th 109th St 109th Nelson Ave Access+Alleys Glendale Ave Biltmore Ave Dove Ave Dr Wendy

Dove Ave St 155th Richmond Ave Edgewood Ave Stockbridge Ave

Meech Ave Dr Ann Jo 188th St 188th Transit Spine Overlay Avon Ave Blvd Heights Lee

177th St Ottawa Rd 96th St Benwood Ave Eldamere Ave Harvard Ave

Priority Bikeway Overlay 150th St

136th St 136th 120th St 120th

74th St 74th Cassius Ave

Harvard Ave St 123rd

Streets Outside of City Limits St 89th Gaylord Ave Ferris Ave Westview Ave Walker Ave

Pratt Ave St 148th

141st St 141st

143rd St 143rd

176th St 176th 79th St 79th

127th St 127th Lotus Dr

146th St 146th 81st St 81st

Bus Lines St 138th

135th St 135th

189th St 189th

Feiner Dr Feiner 187th St 187th Park Ave 111th St

Webb Ter St 106th Miles Ave

113th St 113th

120th St 120th

119th St 119th 102nd St 102nd Caine Ave St 169th Deforest Ave Candidate Green Infrastructure Areas

178th St 178th Garden Blvd

Dorver Ave Jesse Ave 151st St

96th St 96th

99th St 99th 126th St 126th 160th St 160th Palda Dr

Ella Ave St 116th 133rd St 133rd Force Ave St 164th

137th St

Water Bodies St 73rd Sexton Rd Cranwood Ave

175th St 175th 68th St 68th

Tioga Ave Brooks Rd 77th St 77th 174th St

Connecticut Ave Wyatt Rd Lee Rd Lee

Cleveland City Limits St 156th Jeries Ave Christine Ave Vineyard Ave Langly Ave Rosewood Ave

Saybrook Ave St 153rd Seville Rd Lipton Ave Miles Rd Bancroft Ave Bancroft Ave Cardwell Ave Sunview Ave Fairfax Ave Naples Ave Chateau Ave

144th St 144th Ohio Ave

162nd St 162nd

175th St 175th 173rd St 173rd Sunny Glen Ave St 177th Priebe Ave Detailed Map 6 Kollin Ave City of Cleveland, OH I 480 Sources: City of Cleveland, NOACA Date: 8/16/2013 Authors: JC, SP Alta Planning + Design

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Very Large Streets Traffic Calming Preferences Large Streets Traffic Calming Preferences Ranking Among Groups (out of 100) Ranking Among Groups (out of 100) 100 100 90 90 80 80 70 70 60 60 50 50 40 40 30 20 30 10 20 0 10 0

Very Large Streets Greening Preferences Large Streets Greening Preferences Ranking Among Groups (out of 100) Ranking Among Groups (out of 100) 100 100 90 90 80 80 70 70 60 60 50 50 40 40 30 30 20 20 10 0 10 Bioretention Permeable Pavement Native, Low Water Street Trees 0 Cells/Swales Landscaping Bioretention Permeable Native, Low Water Street Trees Other: LED Lighting Cells/Swales Pavement Landscaping

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Medium Streets Traffic Calming Preferences Small Residential Streets Traffic Calming Ranking Among Groups (out of 100) Preferences 100 90 Ranking Among Groups (out of 100) 80 100 70 90 60 80 50 70 40 60 50 30 40 20 30 10 20 0 10 0

Medium Streets Greening Preferences Small Residential Streets Greening Preferences Ranking Among Groups (out of 100) Ranking Among Groups (out of 100) 100 100 90 90 80 80 70 70 60 60 50 50 40 40 30 30 20 20 10 10 0 Bioretention Permeable Native, Low Street Trees Other: Green Other: Recycled 0 Cells/Swales Pavement Water Materials Asphalt Bioretention Cells/Swales Permeable Pavement Native, Low Water Street Trees Landscaping Landscaping

54 | COMPLETE AND GREEN STREETS GUIDELINES

Small Commercial Streets Traffic Calming Preferences Walking Streets Traffic Calming Preferences Ranking Among Groups (out of 100) Ranking Among Groups (out of 100) 100 100 90 90 80 80 70 70 60 60 50 50 40 40 30 30 20 20 10 10 0 0

Walking Streets Greening Preferences Small Commercial Streets Greening Preferences Ranking Among Groups (out of 100) 100 Ranking Among Groups (out of 100) 98 100 96 90 94 80 92 70 60 90 50 88 40 86 30 84 20 10 82 0 80 Bioretention Cells/Swales Permeable Pavement Native, Low Water Street Trees Bioretention Cells/Swales Permeable Pavement Native, Low Water Street Trees Landscaping Landscaping

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CITY OF CLEVELAND, OHIO

56 | COMPLETE AND GREEN STREETS GUIDELINES

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1 9th St. through downtown Cleveland is a unique roadway example in that it is a very wide, high capacity roadway that also serves as an important pedestrian corridor. It drops down to 2 lanes at the lakefront where it becomes a pedestrian-oriented parking zone.

76 | COMPLETE AND GREEN STREETS GUIDELINES

2 While less than 48 feet, Cedar Ave. more closely fits the Medium Streets designation due to having 4 lanes and a high level of connectivity.

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78 | COMPLETE AND GREEN STREETS GUIDELINES

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80 | COMPLETE AND GREEN STREETS GUIDELINES

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