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Utilization of the previous transect research/analysis was further developed in terms of locating, investigating, and designing open spaces throughout the Cleveland Industrial Valley, acting as a crucial buffer zone between the urban center and suburban regions of greater Cleveland.  The industrial transect was divided into 3 primary sections (A, B, and C as shown above) due to each region having its own unique characteristics with regards to open space. 

Region A: the west side of the overall swath was attributed to have a paradoxical relationship in terms of existing open space and connection.  Although a crucial highlight of the area (Interstate-71) acts as a link for the rest of Ohio and Cleveland, it was found to break the immediate relation between local residential communities and adjacent park spaces and zoo.

Region B: the central river section was perhaps the most prominent due to its extreme diversity of land cover and land use, as well as its strong industrial ties to Cleveland’s past.  Viewed as the ‘adaptable/re-definable’ swath of the region, it was found to be strongly influenced by the river, which was deemed to be the spine of all production and diversity in the immediate surrounding areas, and was prime for revitalization. 

Region C: was associated with residential decline and an area in need of both anticipation and new ideas.  It, too, had the imposition of a major interstate artery, but now in a North/South fashion as opposed to East/West.  As learned from Region A, distinctions of separation and linkage were distorted and in need of repair. In addition, there were several low-income neighborhoods (one of which recently was deemed the 3rd most struggling region in the country) that were in a state of dilapidation and were at risk of being completely isolated within the industrial district, ensuring their future decline. 

Both regions B and C were selected for a weekend design charette, during which ideas would be developed (in terms of open space) on how to re-activate these areas as not only successful, but also desirable, locales of life.        

After a revisit to Region B for a better sense of scale of the industrial yards was gathered and taken into account. In addition, several disconnected bike paths were discovered, as well as a future proposition for a 400ft train station for the Cuyahoga Valley Scenic Railroad (CVSR).  With all these newfound factors, it was realized that the immediate industrial area of the Steelyard Commons was prime potential for further development in creating connections, utilizing the spinal influence of the river, commercialization of the Steelyard Commons, and historical connection of the Industrial Cleveland/Ohio Erie Canal area.  Being careful to not design a park space that was alienated as an island within the Industrial lands, adjacency to Steelyard commons was established by linking the broken bike paths and creating a new park hub that contained a venue area, pedestrian/bike bridge, and inlet water sculpture, all while utilizing the industrial surroundings as a unique backdrop to the new, natural landscape. 

Region C was then further developed from the happenings of the new and improved Region B, designing installations throughout the connected bike path loop (8 miles) that was created.  Within this bike loop concept, several declining neighborhoods were considered by attempting to involve them in the process of design and promotion.  As a part of the recycled steel beam installations along the new path, the children of the local communities would be able to create personal artwork that would then be displayed, thus creating a destination and a draw for the community to become aware of the new, positive changes in the area.  In keeping with the industrial theme, the several installations also include recycled shipping containers as aesthetic enclosures, as well as additional wall space for art and expression.   

A look into transect design served as a way to observe and analyze adjacency relationships as urban program zones dissipate throughout a city.  In depth mapping and diagramming was carried out in a study of the Cuyahoga Valley in the greater Cleveland area, focusing primarily on zones of: urban, industrial, suburban, village, and rural/natural characteristics.  It became apparent that the Cuyahoga River was, and still is, a crucial part of Cleveland’s development over the years.  The graphics (above and below) show the concentration of industrial, commercial, residential, and essentially all other aspects that make Cleveland the urban center it is, clustered around the river’s edge and then dispersing outwards as necessary. 

In addition to programmatical relationship studies, a deeper look was also taken on differing land cover (i.e. natural vs manmade, grass, vegetation, asphalt, etc.).  Comparisons of current and historical maps were made to evaluate the changes the Cleveland area has made and the reasons behind them.  Although tree development and cover has grown significantly, there has also inevitably been a high level of suburban sprawl.  In all 5 regions of the transect crucial open spaces exist and tend to increase exponentially while distance increases from the urban center.  Re-investigation of this notion of open space was taken into consideration, which led to focusing attention on a more abstract definition of open space as voids, such as railroads, vacancies, rooftops, corridors (roads). 

As the analysis continued to progress the question of how to utilize these urban voids became a re-occurring theme.  Due to the significance and desire for open space (at all scales of a city) it was never intended to fill all voided areas of the city with development, but rather attempt to re-evaluate the use of these spaces in an effort to better connect the many components of the region, keeping in mind sustainability and urban economics.  With all things considered, a more detailed study will be taken of the Industrial precinct of Cleveland for several reasons: 1) with Cleveland’s Industrial influence now lacking, the historical areas of ripe for re-invention 2) the amount, as well as the nature, of the open spaces are prime and allow for a great deal of flexibility/opportunity and 3) its location acts as a connection between the urban center and highly influential suburban zone. 

After a short charrette design weekend, this week started off with a very informative jury over our research thus far on transit systems within the Cleveland area (more specifically Lakewood). I thoroughly enjoyed the change of pace from 4th year IDC studio to the abstract/conceptual weekend charrette. It was a relief to be able to think outside the box and have almost no limits on where our thoughts wandered.

We approached the charrette with an open mind and treated it as an opportunity to explore design ideas that may or may not have been thoroughly studied in the past. We investigated the concept of an elevated bike lane down the center of Madison Avenue in Lakewood as one of several aspects of rehabilitating the street into a ‘linear park’ that created connections between the Cuyahoga River Gorge and the Cleveland Red Line transit hub. While it may have appeared as a rather outlandish idea at first glance, the more we worked through the issues of the design we began to become more and more excited about the overall atmosphere that it provided in the given area, as well as the many benefits that it derived, such as: designated bike lanes with minimal safety issues, opportunity for linear festivals to occur on the elevated path, acting as a catalyst for the local businesses and overall city atmosphere, as well as a factor of diversity and flexibility of uses.

Mid-week we began a new urban system: Open Spaces. After some dialogue between professor and studio I started to realize the diversity of the concept of open space, and how it is much more than mere green spaces and/or parks. I particular enjoyed the thought of ‘corridors’ as open spaces (i.e. railroads, rivers, roads, etc.), primarily due to the fact that I felt as if it presents a very unique opportunity with a great deal of experiential quality in terms of three-dimensional space.

Equally fascinating was mapping land cover and land use within our given area, and beginning to recognize the evolution of the city in terms of environmental influence.Cleveland, being an industrial city during its prime epoch, turned the river into a crucial aspect of transportation and goods, thus causing much development to initiate near the water source and disperse outward. It truly is a testament to the fact that cities are so informed by countless historical factors, environment being one of the most crucial, and even through the test of time it is never lost.

I never realized the diversity of the word ‘map.’

It’s been an interesting and enlightening week researching the, what seems to be, infinite amounts of data, surveys, censuses, patterns, and methods that are involved in the concept of transportation as an urban system. Ironically though, it seems to be the nature of the beast (the designer) that for every new piece of datum learned or recorded, 13 new ideas/concepts/lessons are immediately dreamt up. I now realize that is the easy part; the gathering in a room and discussing, sharing, and carrying out dialogue with fellow peers. The real elbow grease is applied during the in-depth researching; the skimming, scanning, and reading of what seems to be thousands of pages, and the discovery of new details, however minute or colossal.


All is a testament to the complexity that is urban design. We’ve all heard ‘ a whole is defined by the summation of its parts,’ and boy are there a lot of parts. Hell, even the parts have parts. But that is what drives my eagerness of wanting to better understand all the components that must function successfully and simultaneously in order to create a positive urban environment. Moving to this new city, I cannot help but to see all the potential swarming around me. Cleveland seems to be famed for each and every one of its blunders or failures. I do not understand why so many are content with simply cursing their own city and moving on with the rest of their day, not even batting an eye. I strongly believe that the most influential system of the city is its people; their attitudes, intentions, desires, needs, and their mindedness, however open or closed it might be.

That being said, after this week I now fully appreciate the impact that transportation has on a city. It can honestly make or break an entire region. There are layers upon layers of information that can be gathered, influenced, and presented in order to create any number of concepts/theories depending on that particular individuals take. Which is why from now until the end of time, mankind will constantly design and redesign cities (both in practice and in theory) in a search for the perfect ‘utopian’ metropolis.