Updated Dec 5, 2008
RTA has been working with the selected consultants, a team lead by URS Corporation with
The Planning Partnership, Cannon Design,
LV Surveying, and others, to complete a design for a $10 million reconstruction of the University-Cedar Rapid Transit Station. This project is required by the FTA
to bring the station into full compliance with ADA accessibility regulations.
The station, originally built in 1956, has had minor retrofits for partial ADA compliance and repairs. This project will completely rebuild the
station to enhance the passenger experience and provide full ADA compliance. The project includes not only the rail station building and platform, but also the associated
bus transfer loop and slip ramps. One of the highest transfer points within the system, it is a critical node for efficient transit operations.
Located within the Rockefeller and Ambler Parks, the station is adjacent to the Case Quad of Case Western Reserve University, John Hay High School and the School of the
Arts, Little Italy, Fairfax, and densified student and senior housing. The local street network has been developed for the most efficient movement of vehicles, causing
difficulties for pedestrians and bicycles within the area. A long-range traffic study looked at future options to simplify the intersection and enhance the sculpture
garden by eliminating or combining MLK and Stearns Road between Carnegie and Euclid Avenues. The results of the study indicated that future improvements are feasible when
funding becomes available.
In collaboration with the master plan efforts, the traffic study also analyzed the local traffic patterns, especially bus movements, to determine if short-term
improvements could be made to the non-motorized vehicle movements through the area. This effort focused on looking at two main options for the reconstruction of the
station:
- Scenario 1: Reconstruct the rail station and bus loop / slips in the same locations.
- Scenario 2: Reconstruct the rail station in the same general location; move the bus loop transfer zone to the north side.
This scenario had two options:
- Option A kept the bus slip transfer area on the south side of Cedar Glen.
- Option B eliminated the south bus slip transfer area.
Passenger counts were conducted to determine the impact on riders if the south bus slip transfer area was eliminated. Based on those counts, it was determined that the
relocation would not adversely affect a significant number of passengers.
After a matrix evaluation of each of the scenarios above, it was recommended that Scenario 2, Option B be
pursued in design. It offered these significant advantages:
- The ability to remove a significant amount of pavement within the intersection, allowing for much safer pedestrian movements, especially to John Hay High School and
the School for the Arts.
- Allowing for the excess bus-only pavement to be converted into a wide pedestrian / bike way underneath the bridges.
- Allowing for the current loop area to be reverted back into park land, reconnecting Rockefeller Park.
- Saving significant construction costs that would be associated with installing an elevator in the south rail station entrance (which would be eliminated in this
scenario), allowing those dollars to be used for an enhanced bus waiting environment and pedestrian / bicycle crossing at Ambleside Road.
- Enhanced bus operating time becuase of an improved traffic flow.
- Simplified construction phasing. The existing loop would remain in service during the reconstruction, causing less impact to riders and reducing the overall
construction cost
Based on the master plan, a schematic design concept for the station was developed. Working in concert with the park setting, the station will feature an organic design
with a "green" roof.
The front wall facing the street will be glass to provide an open, inviting feeling from the park to the train platforms. Connecting the rail
station and relocated bus transfer area will be a significantly widened and enhanced pedestrian pathway underneath the rail bridges. The walkway will be treated as an
extension of the station with a roof and wall structure to eliminate water problems and provide a visually stimulating corridor.
At platform level, the new stairs and elevator will open up into an enclosed vestibule, providing our passengers the opportunity to wait within a weather-enclosed area. A
new canopy over the platform will be provided of a form complementary to the station.
On Feb. 3, 2009, RTA planner Maribeth Feke and consultants presented the proposed design and timetable to RTA's Board of Trustees. Reconstruction is intended to start in 2010.
The front wall facing the street will be glass to provide an open, inviting feeling from the park to the train platforms. Connecting the rail
station and relocated bus transfer area will be a significantly widened and enhanced pedestrian pathway underneath the rail bridges. The walkway will be treated as an
extension of the station with a roof and wall structure to eliminate water problems and provide a visually stimulating corridor.