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Cleveland Innerbelt Budget
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Cleveland Innerbelt Budget, December 21, 2006 draft
Group #1
2010 Westbound "Signature" bridge substructure $71 million
2011 WB Signature bridge superstructure $247M
2012 WB Signature bridge east approach $118M
2007 Bridge Design $15M
2007 Right of Way
(including cost to take and demolish buildings
in the path of the bridge) $15M
2008 ROW $25M (from Senator Voinovich)
2009 ROW $20M (from Sen. Voinovich)
Total $436M
Group #2
2009 I-77 approach (over I-490) $34M
2012 I-77 approach (south of I-490) $24M
2013 I-77 approach (north of I-490) $126M
2008 Design $9M
Group #3
2014 Rehabilitate existing bridge $130M
2009 Design $7M
Group #4
2009 Trench overhead bridges
(E. 30th Street extension) $1M
>2013 Trench overhead bridges—Tier II
2011 Design $8M
2012 ROW $15M
Group #5
2013 Curve overhead bridges—Tier II
Group #6
2013 Trench Mainline—Tier II
Group #7
2013 Curve mainline—Tier II
Group #8
2013 Eastbound Signature Bridge—Tier II
Total (#5-8) $520M
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Bike Lane on the Innerbelt?
Matt Russell Says:I am curious about the status of the bike lane proposal. If it has, infact, been cut from the bridge design, is there a group or organized effort that one can join to pressure ODOT to reconsider?
Still working on it
Marc Lefkowitz Says:Along with groups like Ohio City Bike Co-op, ClevelandBikes, and staff at Cleveland City Planning, GCBL is still working on the proposed (separated) bike/pedestrian path on the Innerbelt Bridge. We are hopeful that the Strickland Administration will appoint an ODOT director and district director who understand that we have a perfect opportunity take full advantage of a $1 billion investment (that includes the eventual replacement of the existing eastbound bridge with a new bridge). For much less than 20 percent of the total cost (federal guideline on accommodating cyclists and pedestrians in new road projects), we can have a true signature bridge that is the envy of those cities competing for young knowledge workers as well as taking care of our own at home (the 25% of Clevelanders who don't own a car). Off to the Innerbelt meeting in Tremont. More later...
Could Mayor Jackson help to champion bikes on the innerbelt?
Susan Miller Says:This morning at the "stakeholder's" meeting at NOACA, apparently a letter was submitted by the stakeholders who want the Carnegie exit to remain (that would be Cimperman and the Midtown CDC and business interests). ODOT will consider this request in light of the Juvenile Justice Center Building coming down. So with Jackson coming out with the bike path plan for neighborhoods, maybe he and City Council could be convinced to apply their strong arms to the bikes on the bridge.
Despite the fact that ODOT was there tonight and this morning to talk about the environmental impact statement, only a few members of the public had anything to say about the environment. Only the cyclists and the "tree huggers" like Martha Eakin and me.
Looking at the Phase I environmental impact study as it relates to water quality, I found 1 short paragraph that addressed adding impermeable surfaces (more roads) to our urban watershed area. It appears that ODOT is saying that poor air and water quality are already problems for Cleveland and what they do will have no appreciable impact on an already bad situation. Can cyclists show that fewer people in cars will improve air quality, public health overall for all Clevelanders? Is this argument lost on Cleveland? Based on Jackson's recently released to-dos list for the city, apparently it is not. Is it lost on ODOT? Maybe... Has the cyclist contingent asked City Council to apply pressure to ODOT? Is this falling on deaf ears? It may be that if they can change the Carnegie exit ramp plan, they could say, “And, now, we want bike access for the bridges”. It is just a thought.
Personally I can’t help imagining shoring up the old bridge, slowing traffic and putting 1 billion dollars toward better public transit.
OK I know that can’t happen…
Think of bike/ped path as an investment in our future
Marc Lefkowitz Says:As Ed Hauser so aptly pointed out at last night's Innerbelt public meeting, ODOT is preparing to spend $436 million on a new westbound bridge, repair the existing bridge for $137 million, then knock that bridge down after it spends another $520 million for a new eastbound bridge.
ODOT is very good at swatting aside suggestions that we accommodate cyclists and pedestrians. They don't think it's prudent to allow cyclists and pedestrians to use a facility that our tax dollars are paying for. They're stuck in Old Think. Here's New Think: Consider the federal guideline that suggests investing 20% of that total $1.5 billion bridge investment or $200M to accommodate other modes of transportation. We don't suggest that this grand sum should be spent entirely on a bike/ped path, but by ODOT's own calculation, it would cost $20M to build this path. That's not unreasonable.
The positive response to the idea from Cleveland Planning Commission suggests that ODOT's new administration will have a supportive partner in building this amenity. A member of the Jackson Administration reminded me last night to look at the fight ODOT put up over the bike lanes on Euclid Avenue as an instructive lesson in how this issue may shake out. When the public saw the possibilities of having bike lanes on Euclid, it helped the Planning Commission and Cleveland City Council stand firm on keeping the bike lanes in despite ODOT's constant complaint that it wouldn't work. Well, it has and it will.
I agree with Susan's point on looking at improving conditions for biking is a way of reducing dependence on cars and a strategy to bring our region into compliance for federal air quality requirements (at which we're currently failing).
An important date in this process to note is March 5 - the deadline for the public to make a comment about the environmental impacts the Innerbelt Project will have. It's difficult to know without some on-the-ground analysis what the specific impacts will be, but here's a question to consider: Will adding more capacity for cars increase traffic and reduce commute times, arguably facilitate more sprawl or new development further from the city? I doubt the Environmental Impact Study accounts for the potential to produce sprawl. Also, I wonder if the federal guidelines require ODOT to base the EIS on the entire lenght of the project or can they break the study into sections?
I have requested information on how ODOT plans to study affected areas in their Environmental Impact Study, and have requested a copy of the Phase I Ecological Survey. More to come...
Impact of Minneapolis tragedy?
Marc Lefkowitz Says:Will the tragedy in Minneapolis resulting in loss of human life and hundreds of millions of damage from the I-35W bridge collapse make the FHWA rethink its long term plans for existing bridges in the U.S.? How will Ohio Department of Transportation respond with its plans to maintain older bridges, like the current Innerbelt Bridge?
ODOT wants to spend $137 million to rehab the existing bridge so that it will last another 10-20 years, and then knock it down. Is that the safest option? The most cost effective way to ensure safety of millions of motorists for the long term?
two way southern alignment is looking smarter and smarter
Susan Miller Says:Lest we forget this brilliant but tossed aside alternative to the current bridge boondoggle, Here it is suggested by our county planners. Imagine the northern bridge alignment eastern end with traffic entering the city grid from the bridge for games at Jacob's Field, an event at the Q, a convention at a river site and a concert at the stadium... We surely don't need an excess of lanes on this bridge -- certainly we don't need two separate bridges built over 10 years. Would someone PLEASE beg Alsenas to come back to the table and talk some sense into these highway planners. Capping is fine, but it is time again to pull out all the ideas and decide what would SERVE the people of our region best. Let through traffic travel around and slow the "innerbelt".
Today with the flooding, it is good to be telecommuting. If we put as much money into environmental concerns -- reducing the number of cars on the roads, we might not be in this commuting fix.