Cleveland Public Square

Transportation Study
April 2012

Study Functional Principals

Place for all people

18 hour per day activity
Draws people through the Square
Connect neighboring districts
Connect the region to the downtown
Accommodate daily activities and large events
Strengthen the Squares edges
Compliment Downtowns new investments

Transit Activating Public Spaces

San Francisco, CA

Portland, OR
3

Scenario D: North and South Square Expansion

Ontario
closed
completely
Superior
d di t d
dedicated
to transit

Scenario E: North Square Expansion

North
Ontario
closed
completely
South
S th
Ontario
and
Superior
dedicated
to transit

Scenario H: Uninterrupted Square

Ontario &
Superior
p
closed
completely

Evaluation Criteria
Pedestrian environment
Minimize crossing delay
Maximize pedestrian accessibility

Transit operations
Maintain transfer
f convenience ((within
h 1 bl
block
k or still
ll at the
h
Square)
Minimize increase in running times/costs

Traffic operations
Do not create problematic intersections
Minimize additional vehicle travel time

Opportunity
pp
y to improve
p
b
bicycle
y facilities
7

Existing Conditions:

Roadway Network

Grid north of Superior,

irregular blocks south
Slower, constant speeds
support downtown retail
and pedestrian
accessibility
ibilit
Roadway issues are on
outsides of areas:
Transitions from
Interstates create vehicle
delays at ramps/access
points
Traffic data collected in
November 2011

Attractions

Existing Conditions:

Transit Services

10

Bicycle Existing Conditions

11

Scenario D: North and South Square Expansion

Ontario closed
completely
Superior
dedicated to
transit
Rockwell
converted to 3
lanes from East
to Ontario
Frankfort
converted
d to 2
lanes from
Ontario to W. 3rd

12

Transit Scenario D

13

Bicycles Scenario D

14

Scenario D: North and South Square Expansion

Results
Pedestrian environment:
3 lanes of traffic in PM on Rockwell separating
p
g Square
q
and Mall
Parking removed in PM in from of Old Stone Church

Transit operations
8
8,500
500 existing Public Square boardings/alightings moved to adjacent blocks
18 routes with increased travel time
Up to $1.3 million in additional annual operating cost

Traffic
ffi operations
i
9 out of 17 intersections with some additional delay
Maximum additional approach delay of 26 seconds (East Roadway/Superior,
eastbound left turn, PM)
All intersections mitigated

Bicycle infrastructure
Space for east
east-west
west on
on-street
street connection to proposed Neighborhood
Connector
15

Scenario D: North and South Square Expansion

Results:

Bottom Line

North side of Public Square

q
dedicated to autos in PM,, reduces
pedestrian access from Malls, Key Tower, and Old Stone
Church
Medium additional annual transit costs,, relocations,, and
additional bus travel time ($300K more annually than
Scenario E)
Accommodates bike facilities

16

Scenario D: North and South Square Expansion

Scenario D+:

Maintains Superior
p
lanes open
p for mixed traffic during
g PM Peak
No change needed to north side of Public Square
No change to transit impacts versus Scenario D
Results in better pedestrian and auto conditions than Scenario D

17

Scenario D+: Superior lanes open for mixed traffic in PM Peak

Minneapolis, MN
S ttl WA
Seattle,
18

Scenario E: North Square Expansion

North Ontario
closed completely
South Ontario
and Superior
dedicated to
t
transit
it
Rockwell
converted to 3
lanes from East
to Ontario
Frankfort
converted to 2
lanes from
Ontario to W. 3rd

19

Transit Scenario E

20

Bicycles Scenario E

21

Scenario E: North Square Expansion

Results
Pedestrian environment
3 lanes of traffic in PM on Rockwell separating Square and Mall
Parking removed in PM in from of Old Stone Church

Transit operations
6,300 existing Public Square boardings/alightings moved to adjacent blocks
12 routes with increased travel time
Up to $1.0 million in additional annual operating cost

Traffic operations
10 out of 17 intersections with some additional delay
Maximum additional approach delay of 27 seconds (West Roadway/Superior
& , eastbound thru (buses only) AM, and South Roadway/Ontario,
northbound thru (buses only)
only), AM)
All intersections mitigated

Bicycle infrastructure
Space for east-west on-street connections to proposed Neighborhood
Connector and southern link to Ontario
22

Scenario E: North Square Expansion

Results:

Bottom Line

North side of Public Square

q
dedicated to autos in PM,, reduces
pedestrian access from Malls, Key Tower, and Old Stone Church
Least additional transit costs, relocations, and additional bus
travel time ($3
($3ooK less per
p year
y
than Scenario D))
Accommodates bike facilities

23

Scenario E: North Square Expansion

Scenario E+:

Maintains Superior
p
lanes open
p for mixed traffic during
g PM Peak
No change needed to north side of Public Square
No change to transit impacts
Results in better pedestrian and auto conditions than Scenario E

24

Scenario H: Uninterrupted Square

Ontario &
Superior
p
closed
completely
Rockwell
converted
t d to
t 3
lanes from East
to Ontario
Frankfort
converted to 2
lanes from
Ontario to W. 3rd

25

Transit Scenario H

26

Bicycles Scenario H

27

Scenario H: Uninterrupted Square

Results
Pedestrian environment
3 lanes
a es of
o traffic
t a c in PM o
on Rockwell
oc e sepa
separating
at g Squa
Squaree a
and
d Mall
a
Parking removed in PM in from of Old Stone Church

Transit operations
17,800 existing Public Square boardings/alightings moved to adjacent blocks
26 routes with increased travel time
Up to $2.8 million in additional annual operating cost

Traffic operations
8 out of 17 intersections with some additional delay
Maximum additional delay of 22 seconds (West 3rd/St. Clair, eastbound left
turn, PM)
All intersections mitigated

Space
S
ffor off-street
ff
bi l facilities
bicycle
f ili i
28

Scenario H: Uninterrupted Square

Results:
Bottom Line
Public Square surrounded by 3
3-lanes
lanes in PM
Significantly highest transit costs, relocations, and
additional bus travel time (more than twice the additional
annual costs of Scenarios D and E)
Accommodates bike facilities
Off-peak
Off peak (weekends) with fewer bus boardings and
volumes offer opportunity for full closure

29

Conclusions
Traffic
Scenarios D, E, and H each add a traffic lane to the north side of
Public Square
q
in the PM peak
p
Scenarios D+ and E+ eliminate need to change north side of
Public Square
Off-peak times provides opportunity for Scenario H

Transit
2x and 3x as many riders displaced in Scenario H, than in D or E
Operations 2x and 2.4x more expensive in Scenario H, than in D
and E

Pedestrian and Bicycle

No additional pedestrian waiting time in all scenarios
Bicycle infrastructure opportunities in all scenarios
30

Conclusions
Scenario D+ (weekdays) with Scenario H (weekends)
No significant changes to traffic operations
Requires no additional traffic lanes at any time
Maintains pedestrian accessibility and offers bicycle opportunities
Annual additional transit operating cost = up to $1.6 million and
8
8,500
weekday
kd riders
id
moved
d 1 bl
block
k or around
d the
h square
Provides all transportation benefits and land use/urban design
opportunities

Weekdays

Weekends

31

NELSON\NYGAARD CONSULTING ASSOCIATES 2011