1	Cleveland Innerbelt
2	MidTown Stakeholders Meeting Importance of Access Access and Crashes Constraints Mather Mansion and Walker Weeks Ramp Spacing What we recommended, with refinements Full Access at Superior and Chester Carnegie Access via Central Interchange Prospect Access via NEW Frontage Road What we can do to enhance Access and Economics Influence of the Opportunity Corridor
3	Importance of Access “Economic activity in Central remains relatively strong. The Midtown Corridor …has an employment base of nearly 15,000…A common advantage shared by all businesses in Central is proximity to the heart of the region’s freeway” City of Cleveland’s Website.
4	Access and Crashes – How Many Central Interchange and Trench #1 for Freeway Crashes Statewide 787 Crashes per year 2 Crashes per day Annual Cost of $12 million
5	Access and Crashes - Type 43% Rear End 34% Angle or Side Swipe Congestion Related Geometry Related
6	Access and Crashes – When Most Crashes Occur During Normal Business Hours 1/3 During the Evening Rush (3 PM to 7 PM)
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15	Constraints
16	Constraints
17	Constraints – Ramp Spacing - Existing
18	Constraints – Ramp Spacing - Proposed
19	What We Recommended November 2005
20	Proposed Refinements February 2006
21	Urban Design & Aesthetic Enhancements
22	Urban Design & Aesthetic Enhancements
23	Urban Design & Aesthetic Enhancements
24	Urban Design & Aesthetic Enhancements
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28	Access and Economics Without Carnegie and Prospect Ramps Overall Modest Travel Time Savings 1:41 AM 0:41 PM Overall Modest Increase in Total Peak Hours Volumes 6 to 7 % No significant change in overall employment Existing Employment 30,000 0.2 % Increase = 70 jobs Greatest Impact to Prospect and Carnegie Prospect Decrease - 500 Peak Hour Carnegie Increase – 750 Peak Hour
29	Influence of the Opportunity Corridor Opportunity Corridor 3000 vehicles in AM Peak Hour 3000 vehicles in PM Peak Hours Greatest Influence to Woodland Avenue and East 55^th Streets Woodland Ave east of East 55^th Street – 750 to 1000 less in peak East 55^th St south of Woodland Ave – 750 to 1000 less in peak Influence decreases with distance from the Opportunity Corridor Carnegie Ave east of IR-90 – 50 to 250 less in peak IR-90 at Carnegie Ave – 200 less in peak Chester Ave east of IR-90 – 100 less in peak
30	Verification of Recommendation ODOT to review our recommendation FHWA to conduct INDEPENDENT review of ODOT’s recommendation FHWA to conduct ACTT Workshop to review constructability of the entire Innerbelt Corridor
31	Record of Decision Environmental Document by December 2006 FHWA Approval by February 2007 Begin Detail Design March 2007 Award 1^st Construction Contract July 2009 Ground Breaking August 19, 2009 50^th Anniversary of Original Ribbon Cutting
32	Cleveland Innerbelt
33	Cleveland Innerbelt 2010 - New Westbound Bridge 2011 – I 77 Approach 2013 – Rehab Eastbound Bridge 2012 – Overhead Trench Bridges 2013 – Overhead Curve Bridges 2015 – Trench 2016 - Curve
34	Beyond the Cleveland Innerbelt 2006 - Quigley Road Connector 2006/07 - GCRTA Park-n-Ride Westlake, Strongsville, North Olmsted 2007 - E 55^th Street Railroad Bridge 2007 - Freeway Management System
35	Total Investment $274 New WB Bridge $105 I-77 Approach $118 Rehabilitate EB Bridge $52 Overhead Trench Bridges $61 Overhead Curve Bridges $70 Innerbelt Trench $97 Innerbelt Curve $25 Freeway Management System $8 Quigley Rd Connector $8 East 55^th Street Railroad Bridge $2 GCRTA Park-n-Ride
36	Innerbelt Curve
37	Innerbelt Trench
38	Central Interchange
39	I-77 Approach
40	Central Viaduct
41	Cleveland Innerbelt