Sometimes it takes a collective of individuals—advocates (organizers, negotiators), critical voices (writers, bloggers), visionaries (artists/designers)—to move what you fear may be immovable. When it came to designing the largest piece of civic infrastructure in a generation (the Cleveland Innerbelt Bridge) it turned an idea into a movement, galvanized action, and in the process won a major concession to improving transportation options.

The Access for All campaigners offered their fellow Clevelanders a vision of what streets designed for people look like. While it started with a multi-purpose path on the Innerbelt Bridge, today, Access for All has moved beyond making a case that highways are not sacrosanct to cars and trucks (but are portals to city neighborhoods). Access for All can build on a broader foundation than cycling or walking: this is about equity in transportation—some 60% of Clevelanders living in the shadow of the bridge do not have access to a car, and thus, no access to this $1 billion investment. That argument resonated in the halls of the Senate and the governor’s office.

Through the trial of moving minds in a new direction, they were galvanized. The campaign to open access on the bridge was eventually redirected to the Lorain-Carnegie Bridge—in essence, a victory. ODOT has committed and, last night, took another step toward its plan to improve the bridge with a $6 million ‘complete street’ makeover.

The meeting was a follow up to the initial community design charrette held in November where elements like a new multi-purpose path, the design of a protective barrier, pedestrian-scale lighting and connections to Gateway on the east and Ohio City/Tremont on the near west were considered.

“This is critically important to the mayor (Jackson),” Sustainability Chief Andrew Watterson commented during the session, which included ODOT-Central officials and local stakeholders. “We want to know your recommendations so we can make sure this happens.”

Participants seemed to be close to consensus on a few items, including:

• A wide multi-purpose path should be located on the north (more scenic) side of the bridge. Concentrating resources on one side will allow for a 15 ft. 5 in. two-way bike path and a sidewalk. The other advantage of a north-side path is connection to ODOT- planned new bike/pedestrian path to connect along the west side of Ontario, and an enhanced crosswalk to Gateway (at Eagle Avenue).
• A barrier between the path and the road on the bridge is required. The group agreed on the design of concrete barrier closely resembled the art deco exterior rail of the current bridge (and as a bonus, it was the least expensive of the three options ODOT says are allowed by state law). Concerns about snow removal and barriers were aired (raising important issues of maintenance plans at the county). 
• ODOT, which budgeted $216,000 to re-install traditional street lamps, was challenged to consider replacing tall highway-style lights on the outer edge of the bridge with the street lamps. Some participants insisted that pedestrian scale street lamps should be installed both sides of the bridge (not just the north side). One group wanted high-efficiency LED lights used.
• Signage including Sharrows (pavement markers) and directional signs at each end of the bridge would help cyclists and pedestrians share the multi-use path.

Connections to the neighborhoods and through intersections are, in some ways, more critical and thorny than aesthetic decisions on the bridge. ODOT opened the discussion by offering $700,000 to design those connections at the end of the bridge (not much time was devoted at this meeting to the issue). Strong consideration should be afforded to a very visible crosswalk with timed signals and maybe a traffic calming device such as a mid-street ‘island’ on Lorain at W. 20th Street. An extension of the bike/ped path from the bridge to the W. 25th Rapid station is also included in the budget. ODOT showed a preliminary drawing of a new tree lawn and bike path extending along the north side of Lorain almost to the West Side Market. To its credit, the agency seemed willing to engage with participants and to consider new ideas.

Next steps before final approval:

• Reviewing the group’s decision and new input and reporting the results on its web site (see the link below).
• Coordinating with the Innerbelt Bridge Project, which includes a redesign of the Ontario intersection, due out in March
• Discussing the proposals with Cleveland City Planning and incorporating their feedback (Planning Director Bob Brown participated last night, and offered to hold a follow up meeting at his office when ODOT produces revisions)
• Design approval from the Cleveland Planning Commission

Then, the project gets “sold” to ODOT budget makers – with a projected timeline of a summer 2012 build out.

To see illustrations and budgets of the proposed improvement to the Lorain-Carnegie Bridge go here (again, the consensus seemed to build for barrier option #3)