I. Executive Summary: The West 25th Street BRT as a Catalyst for Economic Revitalization

The proposed Bus Rapid Transit (BRT) line on Cleveland’s West 25th Street is a strategic economic development and community revitalization initiative, not merely a transportation upgrade. While local opposition has focused on the short-term inconvenience of losing on-street parking, this report demonstrates, through robust data and a detailed local case study, that the long-term economic gains for the corridor and its businesses are monumental and transformative. The core of the business case for this project lies in revitalizing the street's function: shifting from a limited, car-centric thoroughfare to an accessible, high-traffic commercial destination.

Research from multiple urban areas indicates that proximity to a high-quality BRT system leads to significantly higher business sales and property values.¹ A transit-oriented streetscape generates a broader, more economically active customer base and increases foot traffic, which are more economically beneficial than a limited number of on-street parking spaces. The Cleveland HealthLine provides a powerful, local blueprint for this success. Its $200 million investment has spurred over $9.5 billion in new economic development and a 41.5% increase in multi-family property values along its corridor.⁴ The West 25th Street BRT, with similar design principles, is poised to replicate this overwhelming return on investment.

This report systematically addresses and refutes the opposition’s core claims. Evidence shows that BRT riders represent a valuable, employed, and educated customer base, directly countering misperceptions about public transit users.⁷ Furthermore, a local parking study has found that a large, underutilized off-street parking lot already exists, diminishing the urgency of on-street parking.⁸ The report also presents data showing that removing on-street parking and installing dedicated transit lanes is a proven method for improving pedestrian safety, not a threat to it.⁹ The West 25th Street BRT is not a threat to local business vitality but rather a critical investment on the path to sustainable, equitable, and prosperous growth.

II. Introduction: The West 25th Street Corridor at a Crossroads

The West 25th Street Bus Rapid Transit (BRT) Development Project has been a point of significant public discussion in Cleveland. The Greater Cleveland Regional Transit Authority (GCRTA) proposes to implement an approximately 4-mile BRT service from Downtown Cleveland through five separate neighborhoods, with an estimated capital cost of $50 million.¹² The project's stated objectives are to improve service frequency, enhance regional connections, increase pedestrian safety, and reduce congestion in the corridor.¹² Beyond these immediate benefits, GCRTA also believes the project will "promote long term, equitable economic development" by encouraging investment around transit facilities.¹²

However, this forward-looking vision has been met with opposition from a group of local business owners, particularly within the Ohio City Market District. Their primary concerns center on the plan to remove dozens of on-street parking spaces to create dedicated curbside lanes for buses and bikes.¹³ These business owners, including major stakeholders in the district, argue that the on-street parking is "vital to the 'economic vitality' of the neighborhood" and also serves as a "protected buffer" for pedestrians and a traffic-calming measure.¹⁴ They have voiced concerns that the removal of these spaces would not only deter customers who drive but also create problems for delivery vehicles.¹⁴

The purpose of this report is to provide a comprehensive, data-driven analysis that moves the conversation beyond this central point of contention. By examining a vast body of evidence, including national case studies and, most importantly, Cleveland's own successful precedent, this report seeks to demonstrate that the long-term, catalytic benefits of the BRT project far outweigh the perceived short-term drawbacks. It is a re-evaluation of the street's true economic function and a powerful argument for why the business community should not just accept but actively support this transformative public investment.

III. The Economic Imperative: Why Transit is Better for Business than Parking

3.1 The BRT Rider as a High-Value Customer

A common misconception in the debate over public transit is the economic value of its ridership. Bias that buses might bring "unfavorable characters" to a commercial area are not supported by data and fundamentally miscalculate the economic potential of a transit-supported customer base. Public transit riders are a core component of the urban economy. According to the American Public Transportation Association (APTA), nearly 90% of all public transit trips directly contribute to the economy by connecting people to jobs, retail, dining, and entertainment.⁷

A national study from 2019 found that a $10 million investment in public transportation results in a $30 million gain in sales for local businesses, a clear illustration of the direct economic return on transit investment.¹⁶ Furthermore, the economic profile of public transit riders is more diverse and economically active than stereotypes might suggest. A study by APTA found that over 71% of transit riders are employed, with 7% being students.⁷ More than half of all public transit riders (51%) hold a bachelor's degree or higher, and a significant percentage of riders (21%) come from households with an annual income of at least $100,000.⁷ The ability to use public transit can also provide a substantial financial benefit to riders, as it costs far less than the average total cost of car ownership, which was over $12,000 in 2023.¹⁶ This means that transit users have more disposable income to spend at local establishments.

The fundamental economic rationale for the West 25th Street BRT is that it expands the potential customer base far beyond what a few dozen cars can provide. By offering fast, reliable service, the BRT line provides businesses with access to the more than 1 million passengers who already ride the existing bus routes in the corridor each year.¹³ This transformative project changes the business model from one that is dependent on a limited number of on-street parking spaces to one that can attract a larger, more frequent, and economically diverse group of consumers from across the city and region.

3.2 The High Cost of the Status Quo

The opposition's fixation on the removal of up to 70 on-street parking spaces in the Ohio City Market District overlooks several critical facts about the value of that space and the existing parking supply.¹³ The argument is a classic case of focusing on a minor, low-return asset while ignoring the existence of a superior, underutilized one. A parking utilization study conducted by GCRTA found that there is a "giant parking lot immediately behind the strip of business" on West 25th Street with "routinely 100+ empty spots available at any given time, even during peak hours".⁸ This information shows that a significant parking supply for customers who choose to drive already exists and is not being fully utilized.

Furthermore, relying on on-street parking as a primary source of customer access is an economically and spatially inefficient land use model. As a World Bank report notes, providing on-street parking is an expensive use of valuable public right-of-way, and free parking unfairly subsidizes driving at the expense of more efficient transportation modes like public transit.¹⁸ From an urban planning perspective, the most productive use of a high-traffic urban street like West 25th is not to store private vehicles but to facilitate the high-volume movement of people. A street redesigned for transit, walking, and biking unlocks the potential for higher-density, mixed-use development that is the cornerstone of vibrant urban economies.¹⁹

The choice for the West 25th Street businesses is a strategic one: continue to compete for a limited number of on-street parking spots to serve a car-dependent clientele, or embrace a transit-oriented future that provides access to a much larger, more frequent, and economically diverse customer base. The evidence from successful transit projects demonstrates that the latter choice leads to significantly greater economic returns.

IV. A Local Success Story: Lessons from the Cleveland HealthLine

4.1 The Staggering Return on Investment

The Cleveland HealthLine, a Bus Rapid Transit system on Euclid Avenue, serves as a powerful and direct precedent for what the West 25th Street project can achieve. The HealthLine, which launched in 2008 as a $200 million project, was designed to connect the city's two largest employment hubs: Downtown and University Circle.⁴ The return on this public investment has been staggering. As of 2018, the HealthLine had spurred over $9.5 billion in new economic development along its corridor, including new construction and rehabilitation.⁴ This represents a return of over $190 in private investment for every dollar of public money spent, making it one of the most successful transit projects in the country.⁶

The economic impact of the HealthLine is further evidenced by a number of key indicators. The project led to the creation of over 13,000 jobs, 8,800 new residential units, and 23 million square feet of total development.⁶ The value of nearby properties, particularly multi-family residences, saw a significant increase of 41.5% compared to properties in similar neighborhoods farther away.⁵ This is particularly noteworthy because traditional bus service can have a minor negative impact on property values.⁵ The success of the HealthLine demonstrates that a high-quality, amenity-filled BRT system is seen by residents and developers as a valuable asset that enhances a community's livability and economic potential. This success is directly attributed to the project's features, including dedicated bus lanes, signal priority, and enhanced stations.⁵ The W. 25th Street BRT project, with its similar plan to include dedicated lanes, branded stations, and signal system enhancements, is based on this proven, value-generating model.¹²

4.2 Ridership and the Importance of a 'Full' BRT

The HealthLine’s ridership history offers a nuanced lesson that is crucial for the success of the West 25th Street project. The initial launch was a resounding success, with ridership surging by 138% compared to the traditional Route 6 bus it replaced, primarily due to faster travel times, increased service frequency, and enhanced customer satisfaction.⁵ However, recent reports indicate that ridership has seen a significant decline, falling from a peak of 5 million in 2014 to 1.7 million in 2023.²³

A closer examination of this trend reveals that the decline was not a failure of the BRT concept, but rather a result of GCRTA’s failure to maintain the system's "rail-like" features.²³ Key amenities, such as off-board fare collection, were removed, and the promised service frequency of every 5-10 minutes during peak hours has not been maintained, with buses now arriving every 15 minutes at best.²³ This situation underscores a critical lesson for the West 25th Street project: for a BRT to be successful, it must be a "full" BRT. It is the combination of dedicated lanes, signal priority, and high-frequency service that attracts and retains ridership.⁶ A project that compromises on these core elements will likely fail to meet its potential, which is the very outcome the opposition fears. This makes it imperative that the West 25th Street BRT project fully implements its proposed features and maintains them to secure its long-term viability and to unlock the same economic benefits seen on Euclid Avenue.

V. Challenging the Status Quo: Debunking Opposition Claims

5.1 The Parking Debate: A Question of Quantity and Quality

The debate over the removal of on-street parking is a central theme of the opposition's argument. Business owners fear that the loss of convenient parking will undermine the economic vitality of the corridor.¹⁴ However, this argument overlooks the overwhelming economic potential of the BRT line itself. While the project would eliminate up to 70 on-street spaces, the existing bus routes in the corridor already carry over 1 million riders annually.¹³ The BRT's purpose is not to replace these riders, but to improve their experience and attract even more by offering a fast, reliable, and convenient service.²²

The claim that removing on-street parking will cripple the local economy is also unsubstantiated by the facts on the ground. A GCRTA study found that a large, underutilized parking lot with over 100 empty spots is located directly behind the businesses on West 25th Street, even during peak hours.⁸ This demonstrates that a viable parking supply already exists for customers who choose to drive. Furthermore, while the opposition notes concerns for delivery drivers, this is a common challenge in urban planning with well-established solutions. Designated loading zones and creative use of curbside space during specific hours can address these needs without sacrificing the significant benefits of a dedicated transit lane. The focus on a handful of on-street spaces represents a failure to grasp the transformative economic power of a well-implemented transit system.

5.2 Debunking the Safety Myth: BRT as a Traffic Calming Solution

A key argument from the opposition is the claim that on-street parking spaces act as a "protected buffer" for pedestrians and serve as a "traffic calmer".¹⁴ This belief is contrary to modern urban planning principles and safety research. Parked cars can, in fact, create dangerous conditions by blocking the sightlines of both drivers and pedestrians, forcing pedestrians to "pop out" from between vehicles and creating blind spots for drivers turning onto the street.⁸ This phenomenon makes the street less safe for vulnerable users like pedestrians and cyclists.

The West 25th Street BRT project, by removing on-street parking and narrowing the general-purpose travel lanes, will actually serve as an effective traffic calming measure.⁹ Research on the Albuquerque Rapid Transit system found that the BRT infrastructure alone, even without buses running, reduced vehicle speeds by 11.5% and had the largest effect at intersections and in locations where a lane was removed.¹⁰ This is because the physical and visual narrowing of the roadway cues drivers to slow down, making the entire corridor safer for all users.⁹

Beyond the physical street design, the mode of travel itself is statistically much safer on a bus than in a car. Analysis of urban routes has shown that for every 100 million passenger-kilometers, pedestrian and cyclist injury rates are over four times higher for car travel than for bus travel.¹¹ The shift of commuters from personal vehicles to public transit, facilitated by the BRT, will have a net positive impact on public safety throughout the corridor.

VI. Conclusion and Forward-Looking Recommendations

The debate on West 25th Street is not about parking versus no parking. It is a strategic choice between a limited, car-centric past and a vibrant, transit-oriented future. The evidence, both national and, crucially, from Cleveland's own HealthLine, provides an irrefutable case: a high-quality BRT system will transform the corridor, increase property values, create jobs, and attract a new, valuable customer base that far outweighs the convenience of a handful of on-street parking spots. This project represents a generational opportunity to secure the long-term economic prosperity and livability of the West 25th Street corridor.

Based on this analysis, the following recommendations are provided to ensure the project's success and secure broad community support:

• Commit to a "Full BRT": GCRTA and the City must commit to all features of a premium BRT service, including dedicated lanes, signal priority, and high-frequency service.¹² Learning from the ridership decline on the HealthLine, it is imperative that these features are maintained to ensure the long-term success of the investment and prevent the system from becoming a half-measure that fails to deliver on its promise.

• Facilitate a Shared Vision: The City and GCRTA should proactively work with West 25th Street business owners to develop a collaborative plan to manage the transition. This includes providing clear signage for the abundant off-street parking ⁸ and creating designated loading zones to address delivery concerns. A shared understanding of the long-term benefits is key to overcoming short-term pain points.

• Leverage the HealthLine's Success as a Marketing Tool: The most powerful argument is the local one. GCRTA and community advocates should use the staggering economic and social returns of the HealthLine as the primary public-facing message.⁶ The West 25th Street project is not a risk; it is an opportunity to replicate a proven, local success.

[Cover photo courtesy of Matt' Johnson on Flickr]

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