Facilitating Bicycle and Transit Travel in University Circle and Cleveland Heights

Appendix B: Survey Questions and Results

B - 1

B.1

B.2

B.3

B.4

B.5

B.6

B.7

B.8

B.9

B.10

B.11

B.12

B.13

B.14 Circle‐Heights / Missing Links Survey Results Bar Graph Responses & Preferences

Mode Choice Ranking

533 Safety

479 Travel Time

476 Biking Options

393 Environmental Impact

387 Cost

375 Transit Options

374 Walking Options 1 Emissions

0 100 200 300 400 500 600

Bike Route Ranking

246 Cedar Rd.

221 Lee Rd.

218 Adelbert Rd.‐Circle Dr.‐Cornell Rd.

217 Edgehill Rd.‐Overlook Rd.

216 Euclid Heights Blvd.

200 North Park Blvd.

195 Mayfield Rd.

188 MLK Dr.‐Stokes Blvd.‐Fairhill Rd.

180 Euclid Ave.

124 East Blvd‐E.105th St

117 Kenilworth Rd.

104 Superior Rd.

0 50 100 150 200 250 300

1 B.15 Circle‐Heights / Missing Links Survey Results Bar Graph Responses & Preferences

Transit (transit ridership)

291 RTA Train

228 RTA Bus

68 Circle‐Link Shuttle

31 Evening Shuttle South

24 Other

24 Evening Shuttle North

21 Cleveland Clinic Shuttle

18 UCRC

14 Transit Route B

2 John Carroll Shuttle

TRANSIT (ride transit service)

0 50 100 150 200 250 300 350

Transit Amentities (importance)

295 Real Time Info

253 Shelter at Bus Stop

248 Lighting

244 Route Information

188 Bike Rack on Bus

179 Seating at Bus Stop

139 Bike Rack at Bus Stop

0 50 100 150 200 250 300 350

2 B.16 Circle‐Heights / Missing Links Survey Results 1 2 3 4 5

I live close enough to bicycle to I live close enough to bicycle to school/work. shopping/dining. 1 2 3 4 5 1 2 3 4 5

12% 25% 4% 4% 50% 60% 20% 8% 3% 14%

I live close enough to bicycle to I live close enough to bicycle to other destinations. entertainment/recreation. 1 2 3 4 5 1 2 3 4 5 11% 11% 8% 7% 45% 5%

54% 24% 4% 31%

I regularly bicycle to school/work. The terrain is comfortable for bicycling to my destination. 1 2 3 4 5 1 2 3 4 5

24% 18% 22% 54% 9% 25% 26% 2% 11% 9%

I am comfortable bicycling in a I am comfortable bicycling in a bike lane. shared use lane (with “sharrows”).

1 2 3 4 5 1 2 3 4 5 8% 8% 24% 19% 4% 52% 23% 28% 27%

7%

1 B.17 Circle‐Heights / Missing Links Survey Results 1 2 3 4 5

I am comfortable mixing with I would like to see more on‐road traffic while bicycling on the road. bicycle facilities 1 2 3 4 5 1 2 3 4 5

14% 5% 4% 4% 37% 18% 25% 62% 26% 5%

The route I take to my destination I feel safe bicycling to my is direct. destination

1 2 3 4 5 1 2 3 4 5

12% 10% 22% 30% 19% 26%

32% 33%

7% 9%

I am comfortable bicycling on an I have access to bike parking at my off‐road trail. destination.

1 2 3 4 5 1 2 3 4 5

4% 7% 11% 7% 12% 41% 5% 26% 56% 31%

I would like to see more off‐road Covered bike parking is important trails. to me.

1 2 3 4 5 1 2 3 4 5 12% 4% 7% 11% 17% 51% 29% 27% 34% 8%

2 B.18 Circle‐Heights / Missing Links Survey Results 1 2 3 4 5

Bike parking is important to me. A shower is important to me.

1 2 3 4 5 1 2 3 4 5 4% 4% 3% 19% 24%

55% 34% 23% 26% 8%

I have access to covered bike I live close enough to take transit parking at my destination. to school/work.

1 2 3 4 5 1 2 3 4 5

25% 17% 42% 50% 9%

13% 15% 19% 5%

5%

I have access to a shower at my I feel safe walking to school/work. destination. 1 2 3 4 5

1 2 3 4 5 17%

8% 13% 28% 19% 4% 23% 55% 13%

20%

I would use a bike share program I live close enough to take transit if one existed. to shopping/dining.

1 2 3 4 5 1 2 3 4 5 14% 25% 27% 10% 42% 5% 21% 18% 29%

9%

3 B.19 Circle‐Heights / Missing Links Survey Results 1 2 3 4 5

I live close enough to take transit Transit arrives on schedule. to entertainment/recreation. 1 2 3 4 5 1 2 3 4 5 13% 11% 14% 10% 41% 26% 5% 35% 30% 15%

I live close enough to take transit My walk to the transit stop is not to other destinations. too long.

1 2 3 4 5 1 2 3 4 5 10% 12% 9% 13% 43% 6% 41%

32% 28% 6%

I regularly take transit to Useful transit system route maps school/work. and info are available at my stop.

1 2 3 4 5 1 2 3 4 5 18% 7% 7% 12% 43% 2% 9% 64% 29% 9%

There is adequate shelter at my I feel safe waiting at my stop. stop. 1 2 3 4 5 1 2 3 4 5 13% 19% 24% 29% 20% 28% 16% 30% 13%

8%

4 B.20 Circle‐Heights / Missing Links Survey Results 1 2 3 4 5

Service is frequent enough. I would ride transit more often if fares were reduced. 1 2 3 4 5 10% 30% 19% 22% 22% 29% 24% 25%

9% 10% 1 2 3 4 5

Transit gets me where I want to It is more convenient for me to walk or bike than take transit. go.

1 2 3 4 5 1 2 3 4 5 17% 17% 14% 40% 12% 29% 23% 33% 8%

7%

Transit travel time is not too long. I live close enough to walk to other destinations. 1 2 3 4 5 1 2 3 4 5 12%

20% 21% 30% 32% 26% 12% 12% 29%

6%

It is more convenient for me to I would ride transit more often if drive than take transit. it was free/no cost to me.

1 2 3 4 5 1 2 3 4 5 7% 6% 3% 11% 14% 15% 48% 69% 20% 7%

5 B.21 Circle‐Heights / Missing Links Survey Results 1 2 3 4 5

The transit fare is reasonable. I would ride transit less often if fares were increased. 1 2 3 4 5 1 2 3 4 5 8% 19% 14% 24% 26% 20% 34% 15% 26%

14%

I live close enough to walk to I regularly walk to school/work. school/work. 1 2 3 4 5 1 2 3 4 5 5% 13% 21% 3%

11% 53% 67% 12% 4%

11%

I live close enough to walk to Terrain is too challenging to walk shopping/dining. to school/work.

1 2 3 4 5 1 2 3 4 5

19% 8% 10% 6% 46% 7% 52% 24% 25% 3%

I live close enough to walk to entertainment/recreation.

1 2 3 4 5

22% 38% 22% 13%

5%

6 B.22 Circle‐Heights/Missing Links Survey Results Origin‐Destination Data Points

Home Work / School Shopping / Dining Entertainment / Recreation Other

B.23 Circle‐Heights/MIssing Links Survey Comments 8/16/12

No. of No. of Survey Comments Received Respondents Survey Comments Received Respondents General Comments Cycle Other Comments Improve transit 5 Pavement condition makes it unsafe to bike 4 There should be routine maintenance of our current facilities before we build more 3 Driver awareness, neglect of laws, and general problems create a problem for me to bike 4 Roads generally not safe 2 Safety concerns are a problem for me (not WRT cycling, but area) 3 We need more laws and law-abiding citizens to make facilities work safely 1 Need more bicycle facilities on the streets 2 Other 5 More secure and available bike parking 1 More off-road bicycle facilities 1 Amentities Comments Other 14 Need more ways to make stops and stations safe. 14 Improvement needs to be made for the fare machines at stops/stations. 9 Cycle Frequency Comments The stops and stations need to be clean. 8 Services need to run later to fit my schedule 41 Need clearly identified bus stops and/or route info at stops 6 Route were more convenient/went where I wanted to go (less/no transfers) 36 Need real time information available to riders. 4 Fare needs to be reduced in order for me to consider riding more frequently 33 Need better bike facilities on transit 4 Would ride more if the services were more frequent 22 I do not ride transit. 3 Transit needs to be safer 21 Heated stops and shelters. 3 It didn't take so long to arrive at destination 21 There should be more stations with parking on the East Side. 2 Transit is not convenient to my location 19 Need more direct routes to my destination. 2 Transit should run on schedule, not late or early 13 Fares should be reduced. 2 More route information readily available 8 Landscaping and aesthetics should be put near stops and stations. 1 Easier and safer to manage taking a bike or leaving a bike at the stop 7 Other 16 Real time information needed 7 Transit stations and inside were cleaner 6 Cycle Frequency Comments Transit schedules were coordinated to make transfers easy 4 Would ride more if the roads were maintained - potholes, street cleaning, striping 65 If the stops were safer, would consider 3 Need more bike lanes or other on-pavement bike facilities & signage 60 Park and Ride should be more of an option 3 Would cycle more if drivers were aware and/or educated 31 Need more frequent stops along routes 2 It needs to be safer - at night, lighting, biking through dangerous areas 31 If I didn't need my car for work 1 Need more bike trails or other off-pavement bike facilities 22 Other 41 More, secure or covered bike parking 21 Weather presents a barrier to ride more frequently 18 Walk Frequency Comments The hill presents a challenge to bike 18 My destinations are too far to walk 46 Traffic makes it a concern to bike 17 If the area were safer, I would walk more 35 Do not have a place to shower at destination 16 Sidewalks need to be clean and not hazardous 11 Need better connections to destinations - fix gaps in existing networks 13 Weather was nicer to accommodate walking 10 I live too far from work to commute via bike 11 If I had no other option, I would walk. 9 Do not have an appropriate bike to bike to destinations 9 Need better lighting in order to walk 9 bike sharing would be great! 5 Need more non-sidewalk trails, stairs, or shortcuts 7 The intersections need to be improved for cyclists - better timed lights, signals for 1 Need barrier between sidewalk and traffic to feel safe 6 Other 68 Need more countdown pedestrain timers, or protected (and enforced) zones at intersections 5 Need more crosswalks in order to walk 4 I cannot walk because I need to pick up children 2 Would want to shower at destination 2 Need more sidewalks! 2 Other 49

B.24 Facilitating Bicycle and Transit Travel in University Circle and Cleveland Heights

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Appendix D: Transit Technologies

D - 1 A variety of relatively recent transit innovations may have potential for application to the transit needs of Cleveland Heights and University Circle, and to the improvement of connections between the two. They include technological improvements that increase the knowledge of users about transit services, service innovations that depart from normal transit operations, infrastructure improvements that benefit existing transit users and attract new users, and marketing improvements that increase the public’s awareness of and willingness to use transit services.

Some of the improvements that might have applicability to the University Circle‐Cleveland Heights project include the following:

Technological Improvements

Real Time Bus Arrival Information: Various branded systems provide passengers with real time (as opposed to schedule time) bus arrival information on the location of buses. These systems can transmit the information to passengers via displays at the bus stop, shelter, or transit center, or can be accessed using text messaging, the internet, and various smart phone applications.

RTA currently provides scheduled bus and rail arrival time information at Red Line rail stations and at some Health Line stations. However, as buses and trains routinely fall behind schedule, real time arrival information is more advantageous and beneficial to passengers, and more likely to promote transit use, since real time information gives passengers more confidence in the use of the system. RTA is currently working with a private vendor to provide real time information that would be available through displays at selected key stops Real Time Bus Arrival Information and via cell/smart phones.

Cleveland Heights and University Circle could work with RTA to increase the number of locations where real time information displays are provided, and could provide funding to allow for installation of the real time information displays. These displays would improve the information available to transit users, and the image of transit service in the corridor, resulting in greater transit use.

Traffic Signal Priority Systems: Signal priority systems slightly increase the speed of transit service by reducing the “red” time and increasing the “green” time experienced by buses at key intersections. The bus approaching the intersection alerts the signal system of its approach, either through an

36

D.1 interconnected, centralized system, or locally at the traffic signal box. When the traffic signal box receives the alert from the bus, the signal system holds the green light longer if the bus is approaching a green light, or shortens the red light time if the bus is approaching a red light. This increases the bus travel speed and reduces bus travel time, which reduces the travel time for passengers and encourages transit use.

RTA uses transit signal priority on the Euclid Avenue Health Line Corridor in the University Circle‐Cleveland Heights study area. RTA has designated Cedar Road between the University Circle (Cedar Glen) Rapid Station and Beachwood (including the segment through Cleveland Heights) as a potential priority transit corridor. At some point, RTA will analyze Cedar Road for its potential as a corridor for high capacity transit service, using either some form of Bus Rapid Transit (BRT) or rail transit. Signal priority most likely would be implemented in the Cedar corridor as part of any high capacity transit service in the corridor. Should it be interested in doing so, the City of Opticom Signal Priority System for Buses Cleveland Heights could consider implementing signal priority systems on its signal system in advance of RTA’s analysis of Cedar Road. Potential corridors where bus service could benefit from signal priority service include Cedar Road, Mayfield Road and Lee Road. Improvements on Cedar and Mayfield Roads also would benefit travelers to, and within, University Circle. Signal priority in these corridors would require coordination between the City of Cleveland Heights, University Circle Incorporated, the City of Cleveland, NOACA, ODOT, and other adjacent cities along the Mayfield, Cedar and Lee corridors.

Service Improvements

Circulator Service: A circulator is a route that typically operates in an open loop (in one or two directions), connecting a series of locations within a defined area. The current circulator route operated by University Circle and the former Heights circulator route operated by Greater Cleveland RTA are examples of circulator routes operated within the University Circle‐Cleveland Heights service area.

RTA’s Heights Circulator, along with RTA’s other circulator services, was discontinued due to low ridership. However, the implementation of innovations discussed in this section, including stop improvements at key locations, flex route or point deviation services at key destinations, “NextBus” or similar technical improvements to provide passengers with real‐time bus arrival information, and enhanced marketing, together with increased service frequencies, could make a new circulator route an option for meeting some of the transit needs of the University Circle‐Cleveland Heights area.

Dial‐a‐Ride or Flex Route: Dial‐a‐ride service generally refers to a door‐to‐door, on‐demand service that customers can summon either in advance or in real time by calling or communicating with the transit agency via phone, internet or text. Transit agencies have provided cell phones to drivers, who receive phone messages on the phone and plan their trips during layovers, or (more commonly) use their

37

D.2 paratransit dispatch systems to dispatch buses to pick up passengers. Dial‐a‐ride services provide the ultimate in convenience for transit service, essentially like a shared taxi ride, and usually commands a premium fare (often several times the normal transit fare). It is an ideal transit service for lower density, suburban or semi‐rural areas, or for smaller suburban and urban areas where the range of the service can be limited to trips of 20‐30 minutes or less.

Dial‐a‐Ride Service, Yuma County, Arizona. Areas within the green highlighted area can be served on a request‐stop basis.

Flex Route services come in two varieties: route deviation or point deviation. Route deviation services differ from dial‐a‐ride services in that the route operates on a fixed route, but deviates from its regular route by request from a passenger who calls or otherwise communicates with the transit service, or who requests the deviation while riding the bus. Point deviation service differs from route deviation services in that point deviation routes vary only at certain, pre‐determined points along the route upon request from a passenger. Typical examples of this might be a request for a bus to deviate into a shopping center or subdivision along its route. Route or point deviation service along the route may be an option to improve service on the existing University Circle route, or to other circulator routes that might be devised to serve the University Circle‐Cleveland Heights area.

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D.3 This is an illustration of route and point deviation service from the National Transit Database. In route deviation, the bus can make stops off the main route alignment upon request. In point deviation, the bus may leave the route only at a few pre‐ determined, specified points.

Infrastructure Improvements

Bus Stop Improvements: Physical improvements to bus stops can include a broad range of installations, all meant to improve the waiting experience of the transit user and/or to beautify the bus stop and its surroundings. Some typical physical improvements made at bus stops include:

Bus stop improvements can include (clockwise from above left), a bus stop pad and trash receptacle, a bench, an architecturally‐designed shelter and garbage can, an architecturally‐designed shelter with enhanced landscaping.

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D.4  Bus stop waiting pads‐ concrete pads connected to the sidewalk, installed in tree lawn or landscape string in areas where the sidewalk does not extend all the way to the street. The pad is usually large enough for several waiting bus passengers, standing or in wheelchairs, to wait on a hard surface.  Trash receptacles‐ installed to allow bus patrons and other pedestrians to conveniently dispose of trash. Trash receptacles helps prevent excess litter from piling up at the bus stop. The trash receptacle also can be a streetscape element that helps to beautify the area around the bus stop, and can incorporate public art elements. Providing trash receptacles at bus stops generates a significant ongoing cost for frequent emptying and maintenance of the receptacle.  Enhanced bus stop signage, which can range from Bike racks are another amenity that can be placed addition of bus schedule information to the at bus stops. All of RTA's buses have bike racks, but incorporation of the bus stop marker into lighted, those racks are increasingly full, requiring bicycle electrified kiosks providing system maps, real time users to leave their bikes at the stop (RTA TWE). bus arrival time information, and other information. Enhanced bus stop signage can generate a cost for maintenance for regular replacement of bus schedules and maps as bus service changes.  Bench‐ an uncovered seating area for one or more passengers, usually installed on a bus pad.  Shelter‐ a covered waiting area installed on a bus pad, ranging from a small covering with no seating to a large covering with multiple benches and significant standing room within. Shelters sometimes are equipped with heating, lighting, paper schedules and system maps. Real time bus arrival information also is sometimes provided.  Enhanced lighting‐ lighting to supplement street lighting and other ambient light, to enhance safety and comfort at the bus stop.  Bike rack‐ a rack for storing bicycles, to supplement the bike racks on the buses, providing another option for transit users who access the bus by bike.  Enhanced landscaping and public art‐ landscaping and art emplacement to beautify the environment around the bus stop, to enhance the transit experience and provide a community amenity.

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D.5 In climates with snow, ice and mud, improvements as simple as a pad to give passengers a place to board and alight the bus between the curb and the sidewalk can be a major improvement (The RIDE, Ann Arbor). Bus stops can provide more than just the identity of the buses that stop there. This range of signs from Seattle, Washington provides everything from basic schedule information for basic bus stops, to neighborhood way‐finding information at major transit

Transit Centers: facilities where two or more bus routes meet to allow passengers to transfer between routes. They are sometimes called transfer centers. Transit center provide amenities for bus passengers intended to make waiting for the bus at that location safer and more enjoyable. Transit centers usually include an off‐street passenger waiting area, often with and enclosed and/or climate controlled area, with seating. Upgraded security,

ranging from security cameras and Transit centers provide an attractive and convenient location for multiple buses a security call‐box, to an on‐site to layover and pick up/drop off passengers (Southgate Transit Center). security guard, is often also provided. Some transit centers provide rest rooms and water fountains for passenger use. All provide an off‐street location to board thes bu and upgraded lighting at the waiting area. Passenger information is usually provided, such as schedules, system maps, and electronic schedules or real time bus arrival information. In some cases, personnel are present to provide passenger information and ticket sales. Operating amenities usually include off‐street bus bays to allow buses to park and layover off street. Driver amenities often include a driver rest area and rest rooms. The Southgate Transit Center is an

41

D.6 example of the type of transit center that could have applicability in the Cleveland Heights area, although on‐ street and lower profile facilities have been implemented in other locations.

Queue Jump Facilities: intersection treatments that allow buses to bypass stopped traffic at the intersection. Queue jump lanes are often used in conjunction with traffic signal Queue jump facilities, which can be as simple as allowing buses using the right turn lane priority treatments. Queue to make a through movement at an intersection, speed up bus progression, which results jump facilities allow buses to in higher bus travel speed and higher transit use progress faster than the surrounding traffic, which promotes transit use.

Marketing Improvements

Branding of University Circle‐Cleveland Heights Services: Branding consists of the development of a marketing visual language including logos, color schemes, distinctive buses and facilities, and other elements used to set the branded bus service apart from other bus routes or services in the bus system. This branding scheme is carried through from the look of the buses (which may be a distinctive design or vehicle) through the shelters, bus stop signs, advertising materials, schedules and other promotional materials. Branding has been found to promote transit use, particularly among non‐traditional or choice transit riders. RTA’s Health Line Corridor is an example of a branded service.

Targeted Marketing of Service Areas: Any service, whether branded or within a larger family of bus services, can be marketed locally through target marketing. Targeted marketing focuses on a specific area served by a specific service or small number of services, and uses mailings, push‐pull telephone surveys, leaflets, posters and paid advertising in locally‐oriented newspapers, periodicals, and websites, to market those services to those who elive in th area that they serve. Targeted marketing can be especially effective when used to coincide with the introduction of new or major improvements of transit facilities.

Cooperative Marketing with Area Businesses and Institutions: This is a form of targeted marketing of service areas that involves local businesses and institutions in cross promotion of their services with transit services. For example, transit riders could receive coupons for goods or services offered by a local

42

D.7 business or institution. Conversely, users of a business or institution could receive free or discounted transit service. Advertising could reference the transit agency and the business(es) or institution(s) together as part of a joint promotion. This strategy has worked well to introduce transit users to local businesses as well as using the popularity of local businesses to introduce new users to transit service.

Events Marketing: Marketing at community events, or creating community events specifically for the purpose of marketing the transit service, has been a strategy used in

The Circulator in Washington, DC is an example of a successful branded service. The some areas to promote transit Circulator's branding scheme, intended to distinguish the service from Washington's use. Earth Day rallies, Metro local bus service, uses a wrap on distinctive coaches, special signage and information on bus stops signs. The branding scheme extends to the services’ community festivals, and advertising, schedulesd an other materials. school events have a natural tie‐in to transit service, and transit agencies sometimes hold community events to coincide with Earth Day, Try Transit Week, or other events. Transit agencies or providers can set up displays, offer tours of the buses (or hold the rally at the bus garage to offer tours of the facilities) and offer information and promotional items to promote the use of transit service generally, or of specific transit services, in the community.

Events to increase local knowledge of transit often can be tied to environmental education, as in this event for CTA in Chicago. 43

D.8 Facilitating Bicycle and Transit Travel in University Circle and Cleveland Heightts

Appendix E: Example Corridor Alternatives

E – 1

Facilitating Bicycle and Transit Travel in University Circle and Cleveland Heightts

Appendix F: Cleveland Heights Bikke Map

F - 1

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[email protected]

216-BIKE-FIX (245-3349) or (245-3349) 216-BIKE-FIX

2011

SIGNALS

TURN LEFT TURN The Cleveland Heights Bicycle Coalition, October October Coalition, Bicycle Heights Cleveland The

ON THE RIGHT THE ON AND SIGNS BEST WAY TO TO WAY BEST MARKINGS

HAZARDS APPROPRIATLY

DON‘T PASS DON‘T TRAFFIC OBEY

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financial contribution to have this map printed. printed. map this have to contribution financial

Network for their support, encouragement and the the and encouragement support, their for Network

for preparing the map and to Sustainable Heights Heights Sustainable to and map the preparing for

the use of the map file. Thank you also to April Hirsch Hirsch April to also you Thank file. map the of use the

leadership in bicycle transportation planning and for for and planning transportation bicycle in leadership

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Transportation Map. Transportation

TRAFFIC

a Cleveland Heights-University Heights Bicycle Bicycle Heights Heights-University Cleveland a

AGAINST NIGHT BEHIND

of the CHBC added more detail to the map to create create to map the to detail more added CHBC the of

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at a glance a at Map. NOACA generously gave the Cleveland Heights Heights Cleveland the gave generously NOACA Map.

(NOACA) Cuyahoga County Bicycle Transportation Transportation Bicycle County Cuyahoga (NOACA)

Northeast Ohio Areawide coordinating Agency Agency coordinating Areawide Ohio Northeast

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Appendix G: Traffic Analysis . Mayfield / Kenilworth . Edgehill / Overlook

G – 1 Appendix G: Traffic Analysis

MISSING LINKS TRAFFIC ANALYSIS

The fundamental purpose of the two Circle‐Heights studies is to facilitate alternate mode travel within and between Cleveland Heights and University Circle, with the ultimate goal of getting travelers out of their cars and onto their bicycles or using transit. Examination of the study area with this purpose in mind led to a concentrated focus at two intersection locations that present barriers to that purpose: the Edgehill Road/Overlook Road intersection and the Mayfield Road/Kenilworth Road intersection. These two intersections are located on two of the primary commuter routes between Cleveland Heights and University Circle and both are currently configured in a very auto‐dominant manner. The Edgehill Road/Overlook Road and the Mayfield Road/Kenilworth Road intersections were analyzed to determine potential modifications and enhancements to facilitate alternate mode travel. Traffic analysis was completed and intersection geometrics were evaluated.

Existing Conditions The Edgehill/Overlook intersection is located within a residential area on the western edge of Cleveland Heights at its Cleveland border. The intersection is near the top of the hill that climbs from Murray Hill into Cleveland Heights. Edgehill and Overlook are two‐lane roads. Edgehill/Overlook is a three‐way stop‐controlled intersection; the southbound approach to the intersection is not required to stop. There is no apparent sight distance or other functional or geometric constraint to justify this atypical intersection control. Each approach consists of a single lane, except the westbound approach of Edgehill Road, which has a channelized right turn lane in addition to the shared through‐left lane. All of the approach roadways at the Edgehill/Overlook intersection have a speed limit of 25 mph.

Edgehill/Overlook Intersection

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Appendix G: Traffic Analysis

The Mayfield/Kenilworth is a signalized intersection located along a regional connector (Mayfield Road, US 322) that links University Circle with Cleveland Heights and the eastern suburbs beyond. Kenilworth is an arterial that serves the residential areas between Cleveland Heights’ Coventry and Cedar‐ Fairmount Districts. Mayfield/Kenilworth is a wide, signalized intersection.

Mayfield Road is a two‐lane road as it travels through Little Italy. The eastbound approach widens to two eastbound lanes approximately 800 ft west of the intersection and there is one westbound lane. . Mayfield Road is a four‐lane road to the east of the intersection. On‐street parking is permitted on the south side of the road, with peak hour restrictions. Kenilworth Road is a three‐lane road with two lanes to the northeast and one lane to the southwest. The Mayfield/Kenilworth intersection is fairly large to incorporate the access to Lakeview Cemetery within the signalized intersection. Although Mayfield Road turns at the intersection, it is treated as the through movement.

The Kenilworth approach consists of two lanes which are destined for eastbound Mayfield. The Mayfield eastbound approach also consists of two shared lanes (a shared through‐right lane and a shared through‐left lane) at the Mayfield/Kenilworth intersection. The westbound Mayfield approach consists of a single lane to Kenilworth and a shared lane to Mayfield and the Lakeview Cemetery. The Lakeview Cemetery approach is a single lane approach with full movement. The Mayfield and Kenilworth roadway segments to the west and south of the intersection, are posted with a 25 mph speed limit. Mayfield to the east of the project intersection is a 35 mph roadway.

Mayfield/Kenilworth Intersection

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Appendix G: Traffic Analysis

Data Collection Peak period turning movement counts were collected at both project intersections for use in the study. The intersection of Edgehill/Overlook was counted on Wednesday, March 7, 2012, during the following periods: 7:00 AM – 10:00 AM, 11:00 AM – 2:00 PM, and 3:00 PM – 6:00 PM. The intersection of Mayfield/Kenilworth was counted on Tuesday, March 20, 2012, during the following periods: 7:00 AM – 10:00 AM, 11:00 AM – 2:00 PM, and 3:00 PM – 6:00 PM. The AM Peak Hour for both intersections was determined to be 8:00 AM – 9:00 AM and the PM Peak Hour was determined to be 5:00 PM – 6:00 PM. The resulting peak hour traffic volumes are shown in Figure G‐1.

NOACA was contacted regarding expected growth in the project area. The travel demand model reported no additional background growth in the area for the design year of 2032. As such, the existing volumes were utilized as the design year volumes for the purpose of this study.

Traffic Analysis The traffic analysis assessed intersection performance during the AM and PM peak hours for the existing and proposed conditions. Traffic operations are assessed based on Level of Service (LOS), a grading scale that indicates the level of delay associated with intersection performance. LOS A represents free‐ flow conditions, LOS E indicates intersection operations at capacity, and LOS F is over‐capacity. LOS D is the design standard for urban areas such as Lorain Avenue. The specific delay thresholds for both signalized and unsignalized intersections are provided by the Transportation Research Board in the Highway Capacity Manual and are given in the table below. Additionally a v/c ratio (volume/capacity) that is less than 1.0 indicates that the lane is operating below capacity. A v/c ratio of 1.0 indicates that the lane is operating at capacity and a v/c greater than one indicates over‐capacity conditions.

Levels of Service (Highway Capacity Manual, 2010)

LEVEL OF SERVICE (LOS) Signalized Intersection Unsignalized Intersection LOS Average Delay (sec/veh) Average Delay (sec/veh)

A x < 10 x < 10 B 10 < x < 20 10 < x < 15 C 20 < x < 35 15 < x < 25 D 35 < x < 55 25 < x < 35 E 55 < x < 80 35 < x < 50 F 80 < x 50 < x

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Appendix G: Traffic Analysis

Figure G- 1: 2012 Peak Hour Traffic Volumes

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Appendix G: Traffic Analysis

Existing Conditions Edgehill/Overlook Highway Capacity Manual software, HCS+, was used to analyze the Overlook/Edgehill intersection. However, the existing geometry and control of the intersection does not comply with HCS methodology. HCS methodology does not allow analysis of a 4‐leg intersection with three stop‐controlled legs. A two‐ way stop controlled analysis was performed as well as an all‐way stop‐controlled analysis. The two‐way results were used for all approaches except "Overlook Road (From the South)". All‐way analysis results were reported for that approach. Additionally, the analysis does not take into consideration the unique geometry of the intersection relative to the approach angles and wide intersection pavement. The results of the capacity analysis are shown in Table 1. The Edgehill approach operates at a LOS F with significant delay (106.9 sec.).

Table 1: Edgehill/Overlook Existing Conditions Capacity Analysis Results 2012 EXISTING (Stop‐Controlled)

AM PEAK HOUR PM PEAK HOUR Delay Delay LOS (s/veh) LOS (s/veh) Overlook Road (From the South) A* 10.0* B* 10.4* Overlook Road (From the North) A ‐ A ‐ Edgehill Road (From the East) D 31.5 B 12.0 Edgehill Road (From the Southwest) C 23.4 F 106.9

Mayfield/Kenilworth Existing timing and phasing information for the Mayfield/Kenilworth intersection was obtained from the City of Cleveland. Synchro traffic analysis software was used to analyze the signalized intersection of Mayfield/Kenilworth based on the existing traffic information. The resulting HCM results, exported from Synchro, are reported in Table 2.

The capacity analyses results for the existing configuration of the Mayfield/Kenilworth intersection show that it operates efficiently for motorized vehicles. However, it is a large intersection and it may be possible to reconfigure it in a manner that would better serve bicycles and pedestrians while still effectively accommodating vehicles.

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Appendix G: Traffic Analysis

Table 2: Mayfield/Kenilworth Existing Capacity Analysis Results 2012 EXISTING (Signalized) AM PEAK HOUR PM PEAK HOUR LOS Delay v/c LOS Delay v/c Mayfield Road Approach C 23.3 0.29 C 20.4 0.55 (Southeastbound) to Kenilworth B 18.6 0.7 C 20.7 0.44 Mayfield Road to Mayfield/Cemetary A 2.7 0.49 A 2.0 0.26 (Westbound) Approach A10.0‐ A10.0‐ Lakeview Cemetary Approach D 39.9 0.41 D 37.9 0.42 (Southbound) to Mayfield (WB) Kenilworth Road to Mayfield (EB) (Eastbound) Approach A 9.7 0.11 C 21.5 0.55 OVERALL B 12.3 0.59 B 17.7 0.54

Alternatives Evaluation Edgehill/Overlook The intersection of Edgehill/Overlook under the existing configuration is wide intersection which provides a challenge to pedestrians and bicyclists. Additionally, the unconventional control of the intersection with a single free approach and three stop‐controlled approaches may be causing uncertainty for motorists. The proposed concept for Edgehill/Overlook consists of converting some of the excess pavement to other uses. Traffic control is changed to a four‐way stop condition. Converting the intersection to an all‐way stop significantly improves its performance. More importantly, conversion to an all‐way stop creates a standard traffic control condition where all vehicles approaching the intersection are required to stop. The proposed reconfiguration concept is shown in Figure 2. Table 3 displays the resulting capacity analysis results. Existing condition analysis results are also shown in the table for comparison.

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Appendix G: Traffic Analysis

Table 2: Edgehill/Overlook Capacity Analysis Results EXISTING PROPOSED (Stop‐Controlled) (ALL Stop‐Controlled)

AM PEAK HOUR PM PEAK HOUR AM PEAK HOUR PM PEAK HOUR Delay Delay Delay Delay LOS (s/veh) LOS (s/veh) LOS (s/veh) LOS (s/veh) Overlook Road (From the South) A* 10.0* B* 10.4* A 10.0 B 10.4 Overlook Road (From the North) A ‐ A ‐ B 12.1 A 10.0 Edgehill Road (From the East) D 31.5 B 12.0 B 13.4 A 9.7 Edgehill Road (From the Southwest) C 23.4 F 106.9 B 10.3 E 38.3

Figure 3. Edgehill/Overlook Proposed Reconfiguration

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Appendix G: Traffic Analysis

Mayfield/Kenilworth Traffic analyses were completed for some potential concepts that would modify the Mayfield/Kenilworth intersection’s geometry. Considerations included pedestrian treatments, configuration of both Mayfield and Kenilworth, and modifications to on‐street parking. The results of the analysis led to the refinement of two potential concepts, illustrated below. Both concepts incorporate the following features:

. Reconfiguration of curb lines to calm traffic and reduce paved area to only what is needed to safely accommodate motorized vehicles . Enhanced pedestrian amenities, including crosswalk treatments and countdown pedestrian signal heads . Provision of uphill bike lanes west leg of Mayfield . Expanded bus stop and shelter area . Addition of green space for stormwater retention and bio‐swale to naturally treat stormwater runoff

Based on evaluation of the two concepts by the Working Group, Steering Committee, and with input from the public, Concept B is preferred. It more effectively defines the intersection and accommodates non‐motorized travel modes. Figures 3, 4, and 5 display the concepts evaluated and the final rendering. The resulting traffic analysis results are depicted in Table 3.

Figure 4: Mayfield/Kenilworth Intersection Reconfiguration - CONCEPT A

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Appendix G: Traffic Analysis

Figure 5. Mayfield/Kenilworth Intersection Reconfiguration - CONCEPT B

Figure 6. Preferred Mayfield/Kenilworth Intersection Reconfiguration

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Appendix G: Traffic Analysis

Table 3. Mayfield/Kenilworth Alternatives Capacity Analysis Results

CONCEPT A CONCEPT B AM PEAK HOUR PM PEAK HOUR AM PEAK HOUR PM PEAK HOUR LOS Delay v/c LOS Delay v/c LOS Delay v/c LOS Delay v/c to Mayfield ‐ Concept C 27.2 0.48 D 44.9 0.94 D 42.8 0.61 F 375.1 1.74 Mayfield Road to Kenilworth ‐ Concept C 21.0 0.02 B 14.5 0.04 C 31.2 0.02 C 25.1 0.06 (Southeastbound) Approach C 26.4 D 43.1 D 41.3 F 354.3 to Kenilworth B 18.6 0.7 C 21.0 0.42 E 78.2 1.04 C 34.0 0.63 Mayfield Road to Mayfield/Cemetary A 2.7 0.49 A 1.9 0.24 B 16.5 0.68 B 12.5 0.37 (Westbound) Approach A 10.0 B 10.1 D 44.6 C 21.7 Lakeview Cemetary Approach D 39.9 0.41 D 38.2 0.44 D 47.6 0.34 D 38.5 0.44 (Southbound) to Mayfield (WB) C 31.2 0.02 C 21.1 0.01 Kenilworth Road to Mayfield (EB) D 40.2 0.5 F 298.4 1.57 (Eastbound) Approach B 10.6 0.2 E 71.6 1.03 D 39.9 F 295.6

OVERALL B 12.8 0.59 D 40.8 0.94 D 43.8 0.74 F 223.4 1.23

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