We are a grassroots group of citizens that opposes the $331 million “Opportunity Corridor” road project proposed for Cleveland’s east side. We believe that there are far better uses for this huge sum of money than a three-mile traffic funnel designed to extend the highway system to the Cleveland Clinic.
Any project that costs $331 million should do more than speed suburban commuters, it should improve quality of life for Clevelanders, it should improve our environment, it should improve public health and social cohesion. This project, we believe, fails this test and does not meet the values of Clevelanders.
We would like to see the project improved to provide some benefit to Cleveland’s large transit-dependent population, to provide some benefit for the condition of Cleveland’s existing roads, to avoid displacing families and businesses. Or we would like to see it stopped altogether.
This website is designed to provide more information about who we are, what our complaints are, and what you can do to get involved.
This article explains the difference between transit oriented development and transit adjacent development. By these three measures, I don’t think you could call any development planned by the Opportunity Corridor transit oriented development. This half-truth has been repeated by too many prominent Cleveland leaders. My understanding is that density near the corridor will be about one job per acre, one thirtieth of the density required for TOD.
This study utilizes a minimum benchmark definition of TOD that accounts for density, land use diversity and walkable design. All stations were categorized on a TAD – TOD spectrum based on the following point-based system:
- Greater than 30 jobs or residents per gross acre = 1 point
- Not having 100% of land uses as either residential or commercial = 1 point
- Average block size less than 6.5 acres= 1 point
Each station was assigned a score from 0 – 3 points and then categorized as follows:
TAD = 0 or 1 points
Hybrid = 2 point
TOD = 3 points
It looks like this study would consider the planned development at best transit adjacent, not the best practice.
This is how your tax money is being spent (wasted). Widening suburban roads to facilitate Walmarts and one-acre lots — you know, subsidizing the inefficient lifestyles of the region’s relatively wealthy — while the central city’s roads become increasingly dangerous due to lack of repair. A few seconds of congestion a day in some sprawling suburb? ODOT’s all over it. (And then the new congestion facilitated by the road widening a few miles farther out.) Pot holes that threaten your life in low-income communities? Not their problem! This is how the state uses your money to widen inequality in the region. It’s not an accident, and it’s part of the reason our major cities frequently appear on Forbes most miserable lists. Thanks, ODOT! Well done!
Northeast Ohio may be shrinking fast, but there will always be roads farther into the suburbs to widen as people continue to leave the central city. Afterall, why would ODOT do any maintenance when they can continue expanding our maintenance liabilities forever?
This is pretty much exactly how ever shrinking NE Ohio added 323 miles of new highway lanes in the last three decades.
Three decades later, still shrinking, still building new roads, still none the wiser!
The Akron region will spend more money this year reducing highway capacity — by converting a highway into a regular street — than it will spend adding road capacity, according to Jason Segedy, head of AMATS, Akron’s NOACA, or metropolitan planning organization. 17% of its funds will go toward converting the north end of the Akron Innerbelt Freeway into a city street. 12% of funds will be spent on adding road capacity. “It’s a start, in a shrinking region,” said Segedy. “Maintaining the roads we already have & creating transportation alternatives are the highest priorities for Akron Metropolitan Area Transportation Study.”
Clevelanders for Transportation Equity
Clevelanders for Transportation Equity to Present Petition to City Council on Monday January 13
A group of Cleveland residents will address City Council on Monday January 13 to present a petition signed by more than 700 that presents a number of concerns associated with the $331 million “Opportunity Corridor” road project planned for Cleveland’s east side.
Our group is concerned about the project’s impact on neighborhood residents, especially those who rely on biking, walking and transit and the nearly 80 families who will be displaced. This project, we believe, has the potential to increase inequality in our region by devoting massive public resources to serve the interests of suburban commuters to the detriment of urban neighborhoods.
Our concerns are spelled out in more detail in the online version of our petition, which can be found here: http://www.change.org/petitions/ne-ohio-elected-leaders-opportunity-corridor-gets-it-wrong. We are also circulating paper copies for those who lack computer access.
Clevelanders for Transportation Equity is a grassroots citizens group that opposes the $331 million “Opportunity Corridor”as it is currently envisioned. More information at www.opportunitycorridor.com
RTA spokesperson Mary Shaffer confirmed for us today that despite an approaching deadline for Americans with Disabilities Act compliance, RTA does not have funding right now to make the required upgrades on either rapid transit station on East 79th street (red line and blue-green). City officials accused our group of misleading the public about this, but this statement confirms what we have been saying all along: If funding isn’t found for these stations, they will be forced to close. They could be fixed for a small fraction of the price of the Opportunity Corridor.
RTA says they have no plans to close any stations at this time.
A really interesting article from Fresh Water Cleveland casts doubt on boosters’ claims that the $331 million Opportunity Corridor will be a jobs bonanza. Fresh Water’s Lee Chilcote interviewed two of the biggest developers in Cleveland. Here’s developer Fred Geis, a major player in Midtown and Downtown, had to say about the plan’s premise to use the transportation investment to open new land for industrial development:
There was a certain pent-up demand over the past couple years, but we’ve seen deal flow dry up … The Cleveland Clinic is holding onto every deal, and we don’t feel a lot of tech transfer or growth happening … The suburbs are still offering space for $10 per square foot with free parking.
Chilcote also interviewed developer Terry Coyne. He was no more bullish on the development prospects for this area, even after a $331 million public investment:
I think there are better opportunities in Cleveland than the Opportunity Corridor. If you’re trying to justify the Opportunity Corridor by what will come, I don’t know if you can do it. It’s a roadway project, and that’s how it should be framed.
Sigh. Even this project’s biggest boosters don’t attempt, at least publicly, to frame this project as a worthwhile use of public funds on its transportation merits alone.
Two of the region’s major developers are basically poo pooing the development prospects in this area. And here we’re poised to gamble $331 million in public money on that prospect. This should be sounding alarm bells. Instead, everyone in Cleveland just quietly defers to the sacred cows (dinosaurs) at Greater Cleveland Partnership. What a scam.