Cedar - University Rapid Station

 Cedar - University Rapid Station

Project background

CLEVELAND -- The Greater Cleveland Regional Transit Authority (RTA) broke ground on Sept. 19, 2012, for the reconstruction of the Cedar-University Rapid Station, formerly known as the University Circle Rapid Station. The station and bus terminal remained open during construction.

A ribbon-cutting ceremony was held at 11 a.m. on Aug. 28, 2014.

A nearby Rapid Station on Mayfield Road, now under construction, will be known as Little Italy-University Circle.

On June 18, 2012, the RTA Board of Trustees awarded a $15.1 million contact to the McTech Corp. of Cleveland. More than 22 percent of the work will be done by four DBE firms.

In October 2010, the U.S. Department of Transportation awarded RTA a $10.5 million TIGER II grant to rebuild the station. Combined with a $2 million earmark from former Senator George V. Voinovich, the project is fully funded for construction. TIGER stands for Transportation Investment Generating Economic Recovery.

A team, led by URS Corporation with The Planning Partnership, Cannon Design, LV Surveying and others, worked on the design from October 2007 to October 2011. This project is required by the Federal Transit Admnistration to bring the station into full compliance with ADA accessibility regulations.

A look at the future station

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 approved design:

  • Includes 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.
  • Allows for the excess bus-only pavement to be converted into a wide pedestrian / bike way underneath the bridges.
  • Allows for the current loop area to be reverted back into park land, reconnecting Rockefeller Park.
  • Enhances bus operating time because of an improved traffic flow.
  • Simplifies construction phasing. The existing loop will remain in service during the reconstruction, causing less impact to riders and reducing the overall construction cost.

A number of groups helped fund a master plan for the station are. Among the funders, the Cleveland Foundation donated $250,000. 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, new stairs and elevator will open up into an enclosed vestibule, providing passengers the opportunity to wait in a weather-enclosed area.
  • A new canopy over the platform will be provided of a form complementary to the station.