National Park Service 

U.S. Department of the Interior 

Denver Service Center 

Congestion 

Assessment

Cuyahoga Valley

National Park

August 2017

National Park Service 

WASO Congestion Management 

Program 
Congestion Assessment 2

Congestion Assessments Description

Congestion Assessments provide short-term technical transportation support to national parks, in cooperation with regional transportation 

coordinators. Parks with congestion have difficult to manage challenges which impact visitor experience, resources, safety, asset management and 

park operations. 

These assessments use the first three (3) steps in the 7-step Congestion Management Toolkit process. Assessments use a structured approach to 

exploring high-level park congestion issues and information, then matches those issues with a wide range of potential congestion mitigation tools at 

the end of the report. Assessments are not decision-making documents or transportation plans. Post-assessment technical support is available from 

regional transportation coordinators, the Denver Service Center, Federal Lands Highway (FHWA) and the Volpe National Transportation Systems 

Center.

For more information about the 

Congestion Management 

Program and related technical 

support, please contact Linda 

MacIntyre, Program Manager at 

303 969-2483. The Congestion 

Management Toolkit is at

www.nps.gov/transportation/pd

fs/NPS-CMS_Toolkit.pdf.
Congestion Assessment 3

Background

Brief Description of the Park

Cuyahoga Valley National Park encompasses 33,000 acres along the Cuyahoga River between Cleveland and Akron, Ohio. Its setting in a metropolitan 

area and its combination of scenic, natural, historic, recreational, and education values make it a well-loved gem in the national park system. Of the 

33,000 acres, the National Park Service manages approximately 20,000 acres; the rest is held in other public and private ownership. 

The park’s open space is vast for a metropolitan setting, increasing possibilities for preservation and restoration. Its topography and unique 

geographic position allows for rich biological diversity. The valley sits at the transition between major physiographic divisions of the country, the 

Appalachian Mountains and Great Plains, and near the southern edge of Ice Age glaciation. The valley’s uplands, steep slopes, moist ravines, and floor 

support mixed deciduous forests, wetlands, and other habitat types in a variety of stages of succession. These, in turn, provide a refuge for an 

assortment of plants and wildlife including rare, threatened, and endangered species. Some of the largest remaining forest tracts in northeast Ohio, 

stunning exposed rock ledges, and waterfalls all add to the natural scenery. 

The valley’s cultural assets include a continuum of transportation resources, many of which took advantage of the natural north-south corridor 

created by the valley. The variety of transportation-related resources documents the evolution of transportation and its impact on economies, 

communities, and daily life.

Transportation-Related Infrastructure and Visitor Access 

CUVA is located in a metropolitan area and most of its visitors are local, repeat visitors. The park has porous boundaries and multiple attractions and 

parking lots. A large majority of visitors access CUVA in private vehicles. According to the 2015 Visitor Use Study, 90 percent of visitor groups traveled 

to the park in a car, truck, or SUV, while six percent traveled by bicycle. Once in the park, visitors use a variety of transportation infrastructure, 

including roads, parking lots, trails, and the Cuyahoga Valley Scenic Railway.

Trails: The extensive trail system, anchored by the Ohio & Erie Canal Towpath Trail and enhanced by the parallel Cuyahoga River and Cuyahoga Valley 

Scenic Railway, supports active and diverse, year-round recreational opportunities and experiences for visitors. The canal is a high profile visitor 

facility for interpretation, education, and recreation due to the Towpath Trail and new exhibits about the canal at the Canal Exploration Center. The 

Bike & Hike Trail, a regional trail operated by Summit County Metro Parks, runs along the eastern edge of the park. Due to the park’s location in a 

valley and limited bicycle infrastructure on nearby roads, many bicyclists drive to the park to use the Towpath, Bike & Hike Trails, and the East Rim 

Mountain Biking Trail, rather than biking into the park. As a regional trail, the Bike & Hike Trail has many access points, including several parking lots 

within in CUVA. However, trail users do not have to go through the park to access the trail. 

Rail: an unusual feature of CUVA is the Cuyahoga Valley Scenic Railway (CVSR), which runs from Rockside Station at the northern boundary of the 

park to Akron Northside Station south of the park boundary. The CVSR has one additional formal station in the Village of Peninsula, as well as five 

additional “Bike Aboard” stops where bicyclists, hikers, or other pedestrians can flag down the train and board. A Bike Aboard ticket costs $3 for a 
Congestion Assessment 4

one-way trip, while a round-trip ticket ranges from $15 to $28 depending on the cabin. This round trip ticket lasts for a whole day, and the railway 

encourages riders to get off and explore the park, and then board a different return train. 

In the summer and fall, the train operates six days a week. . The railway also runs a variety of special seasonal or themed rides, including a Polar 

Express ride around the winter holiday season that runs seven days a week. Train ridership has been increasing in recent years. In 2015 (the latest 

year for which data was available) total ridership was 185,550, and Bike Aboard ridership was 22,600, an 11 percent increase over 2014. 

Roads: Three interstate highways pass through or near the park: I-77, I-80 (Ohio Turnpike), and I-271. Major local roads within the park include 

Route 303 (Streetsboro Road), an east-west road that passes through the Village of Peninsula; Route 82, an east-west road through the northern 

portion of the park; Riverview Road, a north-south road that roughly follows the Cuyahoga River; and the Akron-Peninsula Road, a north-south road 

in the southern portion of the park.

The NPS does not have jurisdiction over roads in the park. The roads are owned and managed by 17 different jurisdictions, including the Ohio 

Department of Transportation, and county, city, and township governments.

Parking: CUVA has many parking lots owned and managed by the NPS, ranging from small gravel lots with room for a handful of cars to large, paved 

and striped lots with 200 spaces. Many parking lots fill regularly during the peak season and on weekends, and others fill up in conjunction with 

special events. In November 2016, the park conducted an analysis of parking congestion and ranked 38 lots as green (limited to no congestion), 

yellow (occasional congestion), and red (no congestion) (see Figure 2). Through this analysis, the park identified six parking areas of highest concern: 

Boston Store Main and Overflow Lots, Blue Hen Falls, Lock 29, Hunt House, Indigo Lake, and Brandywine Falls. 

Local/Regional Transit: Several bus lines operate close by the park, and run at a frequency of around once an hour. The park attractions located 

closest to transit stops include Lock 39/Rockside Road, which is within a quarter mile of a bus stop, and the Bike & Hike trail parking lot at Boston 

Mills Road and Akron-Peninsula Road, which is within a mile of a bus stop (see Figure 3). 

Entrance stations: none in the park.

Special Use Permits: A variety of special events take place within park boundaries during the peak season, including festivals, concerts, running races, 

and weddings. The most popular locations for special use permits include the Towpath Trail, Ledges, Everett Covered Bridge, and Howe Meadow. 

There are also several locations in the park where partners hold special events that do not require permits, including weddings at the Happy Days 

Lodge, a farmer's market every Saturday during the summer at Howe Meadow, and events in the Village of Peninsula. Many parking lots experience 

event-related congestion. 
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Figure 1. Cuyahoga Valley National Park Map Overview
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Figure 2. Parking Congestion Hotspots Map
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Figure 3. Public Transportation Proximity Map
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Regional Transportation Context

CUVA is located midway between Cleveland and Akron, and people commuting to both cities pass through or close to the park. The park is also a 

draw for visitors from both metropolitan areas and the surrounding region for recreational opportunities and special events. Since it does not have 

jurisdiction over park roads, CUVA works with the road owners, including the state and local municipalities, on changes that would impact the park, 

such as pedestrian safety improvements or increased parking or speed limit enforcement.

CUVA also has an opportunity to partner with the region’s Metropolitan Planning Organizations (MPOs). Due to its location in an urbanized area, 

CUVA is located within two MPOs: the Northeast Ohio Areawide Coordinating Council (NOACA) in the north, which covers a 5-county area including

Cleveland; and the Akron Metropolitan Area Transportation Study (AMATS) in the south. MPOs lead the transportation planning process at the 

regional level by developing a long-range transportation plan with goals and performance measures for the regional transportation system, as well as 

a list of specific, prioritized projects, called the Transportation Improvement Program (TIP). By reaching out to the local MPOs, CUVA could learn 

about planned projects in the area related to transit, trails, roads, and visitor access. The park can also work with the MPOs to help ensure that 

priority projects for the park are included in the regional transportation plans. 

Another opportunity to consider would to participate in the Midwest Region’s Long Range Transportation Plan update (the five-year update is due in 

2021). One of the goals is to “Improve the ease of access to, within and through park units for all people to maintain and enhance the quality of 

transportation-related visitor experiences.” The plan includes objectives to manage congestion and minimize the impacts to visitor experience.

Congestion Problems: Locations, Frequency and Impacts

Each year the congestion issues seem to grow bigger, start earlier in the season, and last later into the fall. Visitation seems to be increasing, and 

CUVA is a complex park. There are 17 local jurisdictions within the park which creates unusual partnerships each with their own individual concerns 

and opportunities. 

Parking areas have been the focal point for the surge in congestion. There are 17 linear parking lots along towpath that have moderate to major 

issues. In order to begin addressing this, we assembled teams to get a better handle on congested parking areas. Two teams focused on the six most 

congested, most hazardous (safety), and most resource impacted sites. One team focused on five areas, and one team focused just on Brandywine 

Falls (which is a huge problem area on its own). Both teams are made up of a variety of staff with input from most all divisions. 
Congestion Assessment 9

Congestion Survey Questions Park Responses

1) What are the impacts of congestion on 

visitor experience and resources?

Select one or more: 

x visitor experience

x safety

x park operations

__ park facilities

x natural resources

__ cultural resources

__other 

2) How is safety affected by congestion? Select one or more: 

x ped/bike conflicts with vehicles

x delayed emergency response

__ clustering of vehicle crashes 

x ped/bike conflicts

__ other

OR

__ safety is not an issue

3) Where is congestion present in the park? Select one or more: 

x parking areas

x roadways providing access to the park]

__ visitor center

__ park entrance station

__ primary park vehicle tour route

__ pedestrian loading areas

__ pedestrian paths/trails

__ trailheads

__ scenic overlooks

__transit stops

__ other park attractions

4) During which of the following timeframes is 

congestion present?

Select one or more: 

__ only during major peak season holidays (1-10 days/year)
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__only during peak season (31-75 days/year)

x on weekends (52-114 days)

__on weekdays (more than 114 days)

x special events

5) Is the park actively managing congestion? x Yes

__No

If yes currently, what strategies does the park use?

LE rangers. VUM staff hiring. Messaging to direct use to other areas. Promoting alternative 

transportation.

6) Has your current congestion mitigation 

strategy (or strategies) been successful?

__ why were they successful?

__why were they not successful?

Reacting to problems rather than planning ahead.

7) Has the park been partnering with other 

groups or agencies to manage congestion? 

x Yes

__No

If yes, what groups or agencies? 

Plan to involve the railway and volunteers. Talking to private ski area about use of parking for overflow 

when not ski season. Local jurisdictions regarding road maintenance.
Congestion Assessment 11

Figure 4. Cuyahoga Valley National Park –Congestion Hotspots / Land Ownership Map
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Figure 5. Cuyahoga Valley National Park –Special Use Permits and Congestion Hotspots
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Congestion-Related Data, Plans and Trends 

NPS Public Use Statistics 

NPS Public Use Statistics Office (PUSO) data on overall recreation visitation was reviewed in preparing this report. Recreation visitation is derived 

from a formula that uses vehicle counts, reduces those counts slightly to account for non-recreational vehicles, and then multiplies the remaining 

vehicles by a people per vehicle multiplier to get a recreation visitation number.

Between 2010 and 2016 recreation visitation at CUVA fluctuates between 2,492,670 and 2,103,010 visitors a year. CUVA has experienced relatively 

flat growth in visitation over last 6 years. The Average Annual Growth Rate (AAGR) of recreation visitation at CUVA was -0.46% between 2010 and 

2016. The AAGR for all NPS units in Ohio and the Midwest Region for 2010-2015 was -0.83% and -0.15% respectively. This means CUVA visitation 

declined at a slightly lesser rate than most NPS units in the same state and slightly more than those in the same region (See Figure 5). In the last two 

years CUVA has seen about a 5% growth in visitation each year.

Figure 6. Cuyahoga Valley National Park –Recreational Visitation Ten-year Trend
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2015 Visitor Survey

According to the 2015 Visitor Use Study, 41% of visitor groups had two members and 32% were alone. Half of groups were visiting with their family. 

Forty-one percent of visitors were between ages 36 and 65, and 17% were 15 or younger. The majority of visitors were from Ohio (80%) while the 

others were from 36 other states. One percent of visitors were from other countries. Ninety-six percent of visitor groups were visiting Cuyahoga 

Valley NP as part of a day trip. Thirty-two percent of visitor groups visiting on a day trip spent 2 hours in the park and the average length of stay was 

2.9 hours. Prior to this visit to Cuyahoga Valley NP, visitor groups most often used previous visits (65%), the park’s website (37%), and 

friends/relatives/word of mouth (32%) for obtaining information. Ninety-five percent of visitor groups felt that they had the information they needed 

on this trip. Eleven percent did not obtain any information prior to visiting. Getting physical exercise was the most important reason for visiting the 

park for 38% of visitor groups. Being outdoors (92%), getting physical exercise (86%), and viewing wildlife or natural scenery (84%) were all 

considered important reasons for visiting. The most common activities included viewing scenery (59%), hiking/walking (58%), and taking a scenic 

drive/driving for pleasure (37%). Hiking/walking (29%) and bicycling (28%) were the primary activities in which visitor groups participated.

The most visited sites or trails in the park were the Towpath Trail (68%), the Boston Store Visitor Center (27%), and Brandywine Falls (26%). Fifteen 

percent of visitor groups rode the Cuyahoga Valley Scenic Railroad train on this trip. Fifty-four percent rode it on a previous trip and 36% had not at 

all. Generally, visitor groups to Cuyahoga Valley NP do not feel crowded; the majority of visitor groups (78%) reported not feeling crowded. Of those 

visitor groups that did feel crowded, the most commonly reported locations where they felt crowded were the Towpath Trail and Brandywine Falls. 

Eighty-nine percent of visitor groups are not likely to use a shuttle service to reach park destinations on a future visit, and 71% are not likely to 

combine a shuttle service with a ride on the Cuyahoga Valley Scenic Railroad train on a future visit.

Local Trends Impacting Congestion

While CUVA has been experiencing an increase in parking congestion, overall population in the area has not increased drastically. Within the 5-county 

region covered by NOACA, population has been relatively flat since 1990, and in 2010 stood at 2.1 million people 

(http://www.noaca.org/modules/showdocument.aspx?documentid=1103). The AMATS region is expected to experience a slight population increase 

(2.4%) over the 30 year period between 2010 and 2040. Most population growth will occur in the northern part of the region, between Cleveland and 

Akron (for more information, see http://amatsplanning.org/wp-content/uploads/AMATS-2040-Planning-Data-Forecast-Final-Draft.pdf). 

Changes in parking congestion may be due to changing visitor use patterns. Historically, many park visitors used the park for driving and picnicking, 

and use was spread out over many locations where picnicking was available. With the construction of the Towpath Trail and the Bike & Hike Trail, as 

well as an increase in popularity in kayaking and canoeing, many more visitors are experiencing the park through active recreation. These activities 

often involve parking for several hours around the two “spines” of the park: the Towpath/Cuyahoga River and the Bike & Hike trails. The Cuyahoga 

Valley Scenic Railway contributes to this trend as well, as visitors may park to ride the train for several hours or a half day. Visitors are also choosing 

to frequent locations with amenities such as food, restrooms, and water fountains, further concentrating traffic at several locations such as Boston 

Store and Hunt House.
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Previous Transportation Planning-Related Efforts

1976 General Management Plan

2006 Rockside Boarding/Parking EA

2008 Hike/Bike Trail EA

2013 Rail Study

2013 Trail Management Plan

2014 Transportation Goals; 2014 Transportation Goals (Staff Observations)

2016 Parking Task Memo (GAR Analysis)

2017 Parking Recommendations

2017 Rail Safety Study

Future Planning Needs Related to Transportation

Transportation Plan. In its Foundation Document, CUVA identified a Transportation Plan as a high priority planning and data need. This plan would

examine the ways in which visitors travel to, through, and within the park, while looking at the scenic railroad and alternative transportation 

opportunities to minimize traffic, centralize parking, and allow visitors to access points of interest in the park.

Additional issues addressed would include: roads that could be removed, roads that could be expanded, roads that could be modified to support 

cycling, road standards for road improvements, and appropriate speed limits for the various park roads. 

This is viewed as a high priority because the park is crisscrossed by numerous roads of varying scales that are not managed by the National Park 

Service. This often puts the park into a reactive mode when an agency having jurisdiction proposes changes to these roads that could impact park 

resources. It would be beneficial to the management of the park if a cooperative transportation plan could be developed that would outline the 

future management of these roads in a comprehensive manner with consideration being given to park values and resources that these roads pass 

through.

Visitor Use Management Plan. As the park continues to grow in popularity and as more communities desire to develop trail connections to the 

park, the park staff is becoming more aware of the importance of recognizing and managing for changes in visitor capacity. Many park resources 

may be beyond capacity, including portions of the Towpath Trail. To properly manage park resources, the park needs to identify visitor thresholds in 

many key geographic areas to protect the desired visitor experience. Monitoring impacts of use throughout the park, especially in areas where 

events and programs are held, is needed. Visitor use capacity is an area where the National Park Service would benefit from studies and associated 

mitigation measures, if and when capacities are met.
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Unfunded Transportation PMIS

PMIS Status Title Comments

212172 Planned 

2014

Develop preliminary transportation plan for 

Cuyahoga Valley National Park Region-Reviewed on 7-17-2014

Recommendations for Congestion Management

NPS’ Congestion Management Toolkit (www.nps.gov/transportation/pdfs/NPS-CMS_Toolkit.pdf) offers over 50 congestion mitigation tools 

specifically selected for NPS congestion conditions and concerns. Some tools are well-known (building parking, adding transit), other very effective 

tools are not as well known (managing circulation, posting traffic information on social media, special events management, etc.). The table below is 

designed to assist the park to understand what tools would be most effective based on the problems identified during the congestion assessment 

process. It also includes information important to help the park understand key issues related to implementation of each recommended tool. 

The recommendations in this table complement CUVA’s Parking Recommendations (GAR analysis) Memo, March 2017. These recommendations are 

based on the Congestion Management Toolkit and align very well with a Congestion Assessment process. Each recommendation is grounded in 

observations made by staff during the assessment process, transportation data, and information from previous plans and/or studies. 

Assumptions used to develop the recommendations include: 

 Only minor changes to parking supply are planned: Stanford Road will add 47spaces and replace horse trailer parking currently provided 

at Boston Store. Some new small parking for kayak drop off only may also be possible at the Northeast side of the Boston Mills Road 

Bridge (unpaved).

 Roads are owned and managed by local municipalities with a few minor exceptions; therefore roadway congestion is not a significant 

issue for park management.

 Frequency of rail may increase and additional trains may be added in peak season; no additional rail stops are planned.

 Recommendations shown below are designed to complement the CUVA Parking Recommendations: March 2017 report. 

 Park-wide transit does not appear to be an effective tool for CUVA to manage parking congestion. Responses from the 2015 visitor study 

stated that 89% of visitors said they were uninterested in transit. Also, distances between parking lots (which translates into very high 

costs), specificity of visitor activities by site (a visitor who wanted a destination at a Bike/Hike parking area would be unlikely to want a 

long bus ride to other destinations). Local transit services already provide service within a few blocks of Lock 39 and one mile of the Bike 

& Hike trail parking lot. 
Congestion Assessment 17

Reference: Cost/Timeframes for Implementing Congestion Tools

COST RANGE TIMEFRAME

Low: $0-$50,000 Immediate: Less than 1 year

Medium: $50,000-$100,000 Near-Term: 1-3 years

High: $100,000-$500,000 Long-Term: 4 years or longer

Highest: Over $500,000

 Cultural landscapes and historic districts require design and operational sensitivity. For these areas, recommendations related to lighted 

electronic signs, expanding the pavement footprint, or changing facilities may not be appropriate: 

 Boston Mills Historic District

 Virginia Kendall State Park Historic District

 Jaite Mill Historic District

 Everett Historic District

 Peninsula Village Historic District

If CUVA staff wish to implement or test any of these recommendations, key contacts for funding, development of PMIS, etc. are:

Regional Federal Lands Transportation Program Coordinator: Bob Kammel, MWR Transportation Program Coordinator, 402-661-1730 

Park Point of Contact: Lois Neff, Safety and Occupational Health Manager, Cuyahoga Valley National Park, 440-546-5907 
CONGESTION MANAGEMENT TOOL (from NPS 

Congestion Management Toolkit)

WHAT SPECIFIC PARK PROBLEMS 

WOULD THIS TOOL ADDRESS?

COST/ 

TIMEFRAME

IMPLEMENTATION

ISSUES

IMPLEMENTATION

NEXT STEPS

EXPAND PARKING SUPPLY

Overflow parking on roadway shoulders and in “no 

parking” areas can be a source of congestion. In some 

cases, parking management and/or promoting the use 

of park and ride facilities can lessen this impact, but in 

others, the best option may be to increase parking 

supply.

“Right size” parking for smaller lots that 

do not have capacity or resource 

concerns, or restripe larger parking areas 

to improve parking efficiency. 

Suggest this strategy be very limited and 

carefully aligned with visitor use goals. 

Avoid adding parking in areas that are 

already over-crowded (“if you build it, 

they will come”).

Cost: Higher

Timeframe: 

Longer Term

PMIS needed? Yes if 

paving is proposed

EA/EIS needed? EA or Cat 

X 

Suitable for a pilot 

project? Yes, if unpaved 

areas are used 

Expanding parking includes restriping to increase the number of spaces using existing 

pavement, using unpaved areas of previous disturbance, and/or minor paving expansions. 

The park may want to combine restriping and additional parking in some locations.

Use caution about adding parking at train stops due to safety and potential increases to 

time for train to enter/depart from station, and near the river due to resource impacts.

Potential locations for restriping:

Brandywine (angle parking with one-way circulation), intersection of Boston Mills Road 

and Akron-Peninsula Road. 

Potential locations for additional parking to “right size”: Blue Hen Falls, Bike & Hike 

Trailhead, and the intersection of Boston Mills Road and Akron-Peninsula Road. 

WEBCAMS 

Webcams provides real-time information on parking 

congestion, for park staff and visitors (if posted to a 

website). 

Visitors coming to the crowded (red) 

hotspots would have information about 

crowding before they arrive at crowded 

areas, allowing them to choose less 

crowded parking areas. 

Cost: Low 

Timeframe: Near 

Term

PMIS needed? No

EA/EIS needed? No

Suitable for a pilot 

project? Yes

Webcams can be purchased over the counter, and located in unobtrusive areas. Requires 

minimal IT support to link feed from webcams to park website, along with periodic 

maintenance of software and hardware upgrades. Privacy issues are important and 

webcams should be placed where license plate numbers and visitor faces are not being 

shown. Multiple parks have webcams

DYNAMIC/VARIABLE MESSAGE SIGN (DMS/VMS)

Dynamic/Variable message signs (both portable and 

permanent) are used to provide en-route information 

and alerts to visitors.

DMS/VMS signs are very common on roadways, 

particularly to redirect traffic during construction or 

special events. 

Portable VMS are electronic sign boards 

used to inform visitors in advance about 

crowded parking conditions and redirect 

them to less crowded parking nearby. 

Particularly useful for special events (see 

below)

Cost: Low to 

Medium 

Timeframe: Near 

Term

PMIS needed? Yes if signs 

will be purchased (no if 

they will be leased, which 

is common)

EA/EIS needed? No

Suitable for a pilot 

project? Yes

Messages can be pre-programmed in advance and changed as often as needed. VMS come 

with their own electrical power. They could be deployed throughout the summer months 

at the “red” hotspots, used for special events, or both. VMS would likely be most effective 

if deployed in a “district” fashion, are shown below:

- Terra Vista/Canal Exploration Center (Terra Vista would need to be expanded and 

lined to accommodate overflow traffic)

- Red Lock/Jaite Wayside

- Lock 29 and Overflow, and Deep Lock Quarry 

- Happy Days N/S, V. Kendall Lake, Octagon, and Ledges

- Everett Covered Bridge/Hunt House/Hale Farm, Indigo Lake, Ira and Botzum 

CUVA would need to work with the local municipalities who own and manage roads to 
Congestion Assessment 19

CONGESTION MANAGEMENT TOOL (from NPS 

Congestion Management Toolkit)

WHAT SPECIFIC PARK PROBLEMS 

WOULD THIS TOOL ADDRESS?

COST/ 

TIMEFRAME

IMPLEMENTATION

ISSUES

IMPLEMENTATION

NEXT STEPS

deploy this solution (even temporary use of VMS would likely require right-of-way 

permits). 

ENFORCEMENT / TRAFFIC MANAGEMENT

Specifying the road shoulder as a no-parking area 

through clear signing, striping, and/or additional 

enforcement will improve traffic flow and safety.

Enforcement would address parking 

outside areas specified for parking. 

Cost: Low

Timeframe: Near 

Term

PMIS needed? No

EA/EIS needed? No

Suitable for a pilot 

project? Yes

Enforcement is already occurring in some park locations like Blue Hen Falls. Consider 

adding it periodically Brandywine and Boston Store and Overflow, and Lock 29. 

Work with local authorities to enforce “no parking” signs (or 2 hours or less parking) on the 

roadside outside Brandywine and install no parking signs or and log/boulder edging at Red 

Lock. Work with local law enforcement to patrol Brandywine Road on busy weekends. 

Consider towing services.

SPECIAL EVENT MANAGEMENT

Special event / traffic incident management is about 

integrating planned park events (including special use 

permits) with incident command management to 

integrate multiple park operational tools that often 

involve Law Enforcement responsibilities. 

CUVA hosts an unusually high number of 

special events which often result in 

congestion at already crowded locations.

Special use permits could be used to 

directly influence visitor use patterns, 

reduce congestion, improve visitor 

experience and promote more 

manageable park operations; work with 

special use permit management team. 

Cost: Medium to 

Timeframe: Near 

Term

PMIS needed? No

EA/EIS needed? No

Suitable for a pilot 

project? Yes

Eliminate special use permits at “red” hotspots; reduce the number available at yellow 

hotspots and redirect special events to underused “green” areas to shift visitor use 

patterns. Create annual special use permit calendar

The park could require special events at red/yellow hotspots to provide active traffic 

control and specify an alternative parking site if event fills up. Consider adding mobile 

visitor amenities like food trucks and port-a-potties to special events at the underused 

parking areas.

Large scale special events: (large crowds, 4 or more hours long) consider all of the above 

plus: work with local contractors and/or transit agencies to provide transit services 

to/from a remote location, and/or working with local rideshare (Uber, Lyft) and taxi 

companies. Consider renting VMS signs (see recommendations for Dynamic/Variable 

Message Signs).

PARKING MANAGEMENT

Parking management is a coordinated, park-wide 

approach about to how to more evenly distribute 

visitation and focus park operations, without large-scale 

parking additions. It covers operational and capital

projects, and may also integrate special events.

CUVA’s transportation management issues 

are almost entirely related to parking, so a 

parking management plan could be 

created done in lieu of a transportation 

plan – and this approach would be 

cheaper and faster.

Cost: LowMedium 

Timeframe: Near 

– Mid Term

PMIS needed? Maybe, 

depending on level of 

effort

EA/EIS needed? An EA 

may be needed if parking 

areas would be 

A parking management plan could be built on the solid framework of the CUVA 2017 

Parking Recommendations / GAR analysis. See table below labeled “CUVA Integrated 

Visitor Use / Congestion / Parking Management Framework.”

Implement a “one in, one out” policy when large parking lots (Brandywine, Boston Store 

for example ) are full would prevent vehicles from circling to look for spaces, and could 

encourage visitors to go to other, less congested areas. 
Congestion Assessment 20

CONGESTION MANAGEMENT TOOL (from NPS 

Congestion Management Toolkit)

WHAT SPECIFIC PARK PROBLEMS 

WOULD THIS TOOL ADDRESS?

COST/ 

TIMEFRAME

IMPLEMENTATION

ISSUES

IMPLEMENTATION

NEXT STEPS

A parking management plan would 

integrate most of the recommendations in 

this table together, and combine them 

with the 2017 Parking Recommendations.

permanently closed to 

visitors, or if there are 

recommendations to add 

fees, etc. 

Suitable for a pilot 

project? Yes 

Time limits: consider time limits (combined with enforcement) at the “red” hotspots, 

calibrated to 2015 visitor study findings (average visit is 2-3 hours). For short-term areas, 

consider 2 hours or less, for long-term areas, up to 4 hours.

Consider hiring a parking management contractor (or trained volunteers) to managed 

traffic and parking in locations like Boston Store and Brandywine on weekends during the 

middle of the day. 

Consider parking reservations at some of the red hotpots. 

TRAFFIC CALMING

Traffic calming is used to slow traffic down for safety 

reasons, such as slowing vehicles down in high-use 

pedestrian areas. Some common traffic calming 

measures include traffic humps, narrower travel lanes 

and islands and medians.

Passively encourages slower speeds to 

improve safety, particularly in areas where 

high traffic speeds and pedestrian areas 

inter-mix.

Cost: Medium to 

High

Timeframe: 

Medium

PMIS needed? Possible

EA/EIS needed? Cat X 

likely, possible EA

Suitable for a pilot 

project? Yes

Work with local municipalities to explore traffic calming at the Boston Mill Road @ Blue 

Hen Falls crossing. Techniques could include:

- Advance warning signs about pedestrian activities in the area

- Speed humps before the crossing

- Rapid Rectangular Flashing Beacon (pedestrian activated)

- Narrow striping

- Addition of pedestrian “refuge” islands

- Flexible bollards 

- Combination of above

The success of this technique is partly related to road design and sight distance, and 

frequency of use by pedestrians.

To reduce speeds on local roads, lowering the speed limit alone is not usually effective –

consider low solutions that would visually narrow the roadway in key areas. 

ENCOURAGE VISITATION TO LESS CONGESTED AREAS

Encouraging visitors to go to attractions in less 

congested areas can decrease congestion and increase 

visitor experiences. 

Congestion in parking lots along the 

towpath and other popular areas such as 

Boston Store and Brandywine Falls could 

be alleviated by encouraging visitors to go 

to less crowded areas of the park.

Cost: Medium 

Timeframe: Near 

to Mid-term

PMIS needed? No

EA/EIS needed? No

Consider adding/changing visitor facilities amenities at underused parking areas to 

encourage visitation to underused areas outside the central “spine” of the river, railroad 

and Towpath. To temporarily provide amenities at certain areas, consider testing food 

trucks – for example, at Virginia Kendall or the Canal Exploration Center.

Could offer tours (e.g. moonlight hikes, wildflower walks, and guided bike tours) in 
Congestion Assessment 21

CONGESTION MANAGEMENT TOOL (from NPS 

Congestion Management Toolkit)

WHAT SPECIFIC PARK PROBLEMS 

WOULD THIS TOOL ADDRESS?

COST/ 

TIMEFRAME

IMPLEMENTATION

ISSUES

IMPLEMENTATION

NEXT STEPS

Also limit the number of people allowed 

for park tours like Moonlight Hikes and/or 

have reservations in advance.

Suitable for a pilot 

project? Yes

underused areas such as Canal Exploration Center, Virginia Kendall etc.). 

MEDIA/SOCIAL MEDIA/MOBILE DEVICE APPS

With smart phones rising in popularity, the use of social 

media (e.g., Facebook, YouTube, Twitter, Flickr, Tumblr, 

Instagram, blogs, and other programs) and mobile 

device apps have also become acceptable low cost ways 

to provide information.

Encourage visitors to go to less congested 

areas of the park by informing visitors 

about the congestion and promoting these 

alternative areas to visit. 

The park website could highlight “hidden 

gems” like the Canal Exploration Center

rather than traditional places like Boston 

Store.

Cost: Low to 

Medium

Timeframe: 

Immediate to 

Near Term

PMIS needed? No

EA/EIS needed? No

Suitable for a pilot 

project? Yes

Determine which locations to promote on social media, and which locations to deemphasize or promote. 

Encourage arrival at the park before 10am and after 4 pm.

Promote transit and rail access to CUVA. 

Work with park partners who use social media to promote the park to provide a consistent 

message and see which parts of the park they are promoting and which are “hidden 

gems.” 

PARKING FEES

Create/adjust parking fees by increasing costs at 

congested/ high-utilization times or decreasing costs 

during non-congested times can encourage visitors to 

visit the parks during off-peak periods, adjust their 

visitation times, or to use alternative modes of 

transportation.

Fees can be leveraged to regulate the flow 

of visitation to crowded areas without 

adding more park spaces – and would 

likely encourage visitors to travel to less 

congested/free locations. Could combine 

with time limit parking (to encourage 

parking spaces to turnover more quickly).

Explore only if other strategies are not 

successful and impacts continue; would 

likely require new fee authority and public 

outreach. 

Cost: Medium to 

High 

Timeframe: MidLong Term

PMIS needed? Maybe

EA/EIS needed? Maybe

Suitable for a pilot 

project? Yes

Other: contact Regional 

Transportation 

Coordinator and Regional 

Fee Manager for more 

information about the 

process to implement 

parking fees

Fee areas are limited at CUVA, so this tool has limited use. In addition, the cost of fee 

collection menus that the parking lot would likely need 50 or more spaces to break even 

with cost of installation, repair and collection. Consider parking meters (assumes there are 

no cultural landscape or security issues)or a fee station at the following locations:

- Rockside/Lock 39

- Station Road Bridge

- Boston Store

- Lock 29 Overflow

A feasibility study would be needed to explore fee issues, cost of 

installation/repair/collection vs. potential revenues, gather public input, and evaluate 

potential fees given the market in the Cleveland/Akron area.

If this tool is used “unintended consequences” need to be carefully considered, since 

visitors may simply park on the roadside outside the designated parking area.
Congestion Assessment 22

CONGESTION MANAGEMENT TOOL (from NPS 

Congestion Management Toolkit)

WHAT SPECIFIC PARK PROBLEMS 

WOULD THIS TOOL ADDRESS?

COST/ 

TIMEFRAME

IMPLEMENTATION

ISSUES

IMPLEMENTATION

NEXT STEPS

PROMOTE BICYCLE AND PEDESTRIAN ACCESS

(INCLUDES BIKE SHARING)

Promoting bicycle and pedestrian access can be done 

by (1) marketing, (2) providing necessary facilities, (3) 

providing incentives/promotions, and (4) through 

national programs.

Adding bike share or bike rentals in 

underused areas of the park could help 

direct visitors who desire slower 

recreational cycling experiences to 

underused areas. 

Cost: Medium to 

High 

Timeframe: MidLonger Term

PMIS needed? Yes if 

capital facilities proposed

EA/EIS needed? Yes if 

capital facilities proposed

Suitable for a pilot 

project? Maybe 

Offer family-oriented cycling experiences that complement the regional cycling on the 

regional trails may bring help disperse demand for cycling. To further promote the area for 

family cycling, services like food trucks could be tested.

Consider additional in-park connections (paved or unpaved) between the Towpath and 

Bike-Hike Trail in the Virginia Kendall area) to connect underutilized parking areas to these 

popular facilities. 

Promote quiet, uncongested family bike-riding opportunities outside the Towpath/BikeHike Trails.

RELATED NPS TOOLS AND DESCRIPTION

WHAT PARK PROBLEMS WOULD THE 

TOOL ADDRESS?

COST/ 

TIMEFRAME

IMPLEMENTATION 

ISSUES

IMPLEMENTATION STEPS

VISITOR USE MANAGEMENT 

Managing visitor access and use for congested parks is 

complex. A solid understanding of the number of 

visitors and where they go, what they do, related 

impacts, and potential tools (such as indicators, 

thresholds and monitoring) /strategies for managing 

those impacts may be beneficial for park management 

and partners.

A Visitor Use Management Plan could help 

the park determine where to best focus 

visitation to reduce congestion, and 

protect resources and visitor experience 

and park operations. 

Cost: high-highest 

Timeframe: MidLonger Term

PMIS needed? Yes

EA/EIS needed? Yes

Suitable for a pilot 

project? No

More information at NPS 

Visitor Use Management 

Framework 

visitorusemanagement.np

s.gov

In lieu of a transportation plan (likely not needed for CUVA since the sole focus is parking, 

and that can be handled by smaller level of effort - a parking management strategy/plan) a 

visitor use management plan would provide CUVA with social science tools to complement 

congestion management tools. 

For more information, please contact Kerri Cahill, DSC Planning at 303 969-2261, 

kerri_cahill@nps.gov.
Congestion Assessment 23

Potential Framework: Integrated Visitor Use / Congestion / Parking Management Strategy

CUVA 

Hotspots

Existing conditions Active visitor use/ travel demand management Changes to parking operations & infrastructure

RR 

stop?

Towpath 

or Bike 

and Hike 

access?

# of 

special 

use 

permits 

Visitor 

activities 

at/near site

Impacts: 

resources, 

safety, park 

ops

Capacity concerns? Allow special 

events?

VMS?

(lots nearby that could 

accept overflow)

Parking fees? Changes to 

parking ops / 

circulation?

Add/ 

restripe 

parking?

Possible modifications 

to March 2017 CUVA 

Parking 

Recommendations 

Technical Memo

Rockside Yes Yes 2 Restaurants 

adjacent

During special train programs Limited, re-direct 

special events to 

Canal Exploration 

Center 

Possibly work with 

nearby property owners 

to direct to private lots 

during special events.

No No Restripe

Lock 39 Yes Yes Restaurants 

across 

street -

shared lot 

with 

Cleveland 

Metro

This lot is 

experiencing 

an increase in 

criminal 

activity

Often full. Sometimes used by 

restaurant employees for 

parking

Open for special 

events only 

Only during special events Possible - fee 

area

Yes No In coordination with 

Cleveland Metroparks 

eliminate ingress/egress 

to Rockside Rd. due to 

safety concerns, or only 

allowing it to open for 

limited special events.

Add bike/ped amenities.

Terra Vista No Indirect No formal 

trails exist 

at Terra

Vista. Small 

fishing pond 

is attraction, 

thus the 

minimal unimproved 

parking lot. 

Vandalism No No Yes, adjacent church 

parking lot could be used 

as overflow for special 

events/large volunteer 

groups with permission

No Yes Yes None; agree with park 

plan to formalize 

existing spaces to 

maximize area available 

for parking.
Congestion Assessment 24

Some off 

the beaten 

path 

hikes/progr

ams take 

place here.

Frazee 

House

No Yes Parking lot is small but many 

towpath trail visitors park along 

Canal Road adjacent to 

towpath trail if space is 

available; they prefer to park 

along the shoulder instead of at 

Frazee House, where they have 

to cross the street to get to the 

towpath. 

No No No No Yes Depending on level of 

use and distance to 

Towpath, this lot may 

need to be “right-sized” 

and due to proximity to 

Towpath could provide 

congestion relief to 

other more popular 

locations.

Consider working with 

municipalities to 

improve safety of road 

crossing to Towpath.

Brecksville / 

Station 

Road Bridge

Yes Yes 6 Trail 

connection 

to nearby 

Cleveland 

Metropark's 

Brecksville 

Reservation 

(hikers, 

bikers and 

equestrian)

Safety 

concerns at 

railroad 

crossing. 

Lighted stop 

signs at tracks; 

no rail gates 

(yet) with 

signals. Cars 

often cross in 

front of train; 

several near 

misses last 

year.

This is the largest parking lot 

for towpath trail access; on 

busy weekends it's near 

capacity. Overflow would be in 

the nearby Brecksville 

Reservation.

Yes - often used 

for special events 

as it can handle a 

lot of capacity.

Yes (redirect to Brecksville 

reservation) 

No No Yes Southern edge could be 

striped to add additional 

parking.

Angled parking may 

increase efficiency, but 

previous experiments 

with angled parking at 

this location were not 

successful. 

Red Lock No Yes Brandywine 

Ski Area is 

across the 

street

Parking along 

road shoulder 

interferes 

with line of 

sight for 

pedestrian 

crosswalk. 

Vehicles 

approaching 

crosswalk are 

Always full on weekends and 

often after work crowd

No Maybe, consider 

redirecting traffic Jaite 

parking areas

No No Yes, “right 

size” 

parking to 

reduce 

on-road 

parking
Congestion Assessment 25

at 45 mph. 

Additionally, 

there is a 

primitive 

kayak access 

point across 

the street 

from Red Lock 

on the 

South/east 

side of 

Highland

Road. 

Kayakers are 

dropping 

off/picking up 

boats in the 

old Jaite Mill 

access lane 

(adjacent to 

the towpath). 

Once the Jaite 

Mill is removed and 

restoration 

occurs, there 

could be some 

room for a 

small parking 

lot on the 

south side of 

Highland Rd.

Brandywine No Yes

7 Safety in 

parking lot as 

Bike/Hike trail 

enters/exits 

area into the 

parking lot. 

Visitors 

parking on 

vegetation; 

removing 

barriers to 

park; parking 

on adjacent 

roadway, both 

sides; 

No Bike

-Hike trailheads 

outside of park. 

No Yes Restripe Restripe to angled 

parking and one-way 

loop.
Congestion Assessment 26

Stanford 

House

No Yes, 

access to 

Towpath 

from trail 

connecto

r directly 

across 

from 

Stanford 

House

Campgroun

d behind 

Stanford 

House

Stanford House is a rental 

space and is often full for this 

use; campground is "hike in"

No Boston Store Overflow Possibly No Park 

adding 

some 

parking 

where 

road will 

be turned 

over to 

Park.

Ongoing expansion plan 

could consider 

accommodating 

overflow from 

Brandywine Falls and 

Boston Store.

Boston 

Store

Yes Yes 7 Main Visitor 

Center; 

kayak 

access; Trail 

Mix Store 

(food); 

Volunteer 

Center; MD 

Garage (Art 

Gallery 

space)

Pedestrian 

circulation -

safety issues

Limit permits. 

Relocate Tow 

Path-related SUP’s 

to other sites

Boston Overflow, future 

lots proposed for this area 

in the 2017 parking study. 

Proposed Stanford Parking 

would alleviate some 

traffic in the area. 

Possibly Yes Yes, as 

part of 

new VC 

site plan

Consider long-term 

connectivity between 

Boston Store lot and 

overflow lot (even after 

parking expansion at 

Boston VC). It would 

introduce occasional 

vehicle across bicycle 

right-of-way on Tow 

Path, but would 

eliminate the need for 

cars to exit one lot to 

search for space in the 

other via Boston Mill 

Road. Overflow lot could

be formalized to control 

vehicle movement and 

spaces.

Boston 

Overflow

Yes Yes 7 Towpath 

access; 

visitor 

center 

access; bike 

program for 

kids gathers 

in this lot 

during 

summer

Congestion; 

pedestrian 

circulation; 

historic 

district

Limit permits. 

Relocate Tow 

Path-related SUP’s 

to other sites

Boston Store, future lots 

proposed for this area in 

the 2017 parking study. 

Equestrian-use vehicle 

parking proposed to 

relocate to future lot at 

Stanford House.

Possibly Yes Formalize 

parking

with 

stabilized 

turf to 

reduce 

imperviou

s paving 

and 

impact to 

district

See above
Congestion Assessment 27

Bike & Hike No Yes No Informal parking across 

Boston Mill Road

Possibly No Yes, rightsize 

parking 

Careful development of 

this lot and the gravel 

overflow could serve to 

alleviate congestion at 

Brandywine Falls and 

provide access to the 

Bike Hike Trail. 

Consider developing an 

overflow lot further 

south that will have 

access to Bike Hike Trail. 

Existing building onsite is 

being demolished.

Additional parking being 

considered for this area 

along Akron-Peninsula 

Road for access to future 

mountain bike trails. 

Blue Hen 

Falls

No No 1 Pedestrian 

crossing; 

impacts to 

natural 

resources 

from over 

use by 

visitors; 

overcrowdin

g of area

Always full No Parking at Boston Mills Ski 

Area and hike to the Blue 

Hen Falls via the Buckeye 

Trail

No No Yes, 

formalize

Consider closing both 

existing informal lots 

and access drives. If a lot 

is deemed necessary, 

relocate to the east 

(away from the curve) 

along north side of road 

(since most users 

appears to be headed 

that way). Since some 

users will still look to go 

south on the Buckeye 

Trail, consider the other 

safety measures 

mentioned in the 

parking study in 

conjunction with a new 

lot/crosswalk.

Lock 29 Yes Yes 4 Train depot; 

restaurants; 

shops; 

kayak 

access.

Safety with 

train crossing; 

pedestrian 

circulation

Always full Limit Lock 29 Overflow, Deep 

Lock Quarry; additional 

parking available at 

church on Main St. in 

Peninsula (fee)

Possibly No No Instead of eliminating 

parallel parking on south 

side, use excessive width 

of one-way drive aisle to 

restripe for parallel 

parking, a more narrow 
Congestion Assessment 28

drive aisle and still have 

room for a pedestrian 

path along the south 

side of the restriped 

parallel spaces.

Address issue of 

restaurant patrons and 

employees parking in 

this by adding signage 

and/or enforcement. 

Lock 29 

Overflow

Yes Yes 4 Train depot; 

restaurants; 

shops; 

kayak 

access.

Pedestrian 

circulation 

issues with 

train and 

getting from 

Overflow Lot 

to the 

towpath 

without a 

designated 

trail/sidewalk.

...visitors walk 

along the 

railroad tracks 

and ballast 

Bike/pedestria

n conflicts for 

the entire 

Lock 29 area.

Limit Lock 29, Deep Lock Quarry Possibly Yes Yes, 

formalize

Formalize parking to 

control space 

delineation and 

circulation. Since this is a 

gravel lot, use bumper 

blocks or split logs to 

designate spaces. 

Happy Days 

North

No No Trailhead 

parking for 

Boston Run 

Trail

Yes, when Happy Days has 

special event and lot is already 

being used by park visitors 

unrelated to the event 

Limit size of 

events at Happy 

Days Lodge

Direct non-event- related 

overflow to Virginia 

Kendall Lake, Octagon, 

Ledges 

No No

Horseshoe 

Pond

No No Small lot; often full Reduce/ eliminate No Due to small lot size, 

limit programs to offpeak hours. 

Everett No No 12 No Yes, as part of district with Develop VMS staging 
Congestion Assessment 29

Covered 

Bridge

Hunt House, Hale Farm, 

Indigo Lake, Ira, Botzum

plan to sequence where 

in the district to send 

visitors when lot is full. 

Hunt House 

(includes 

Hunt Farm)

No Yes Szalay's 

Sweet Corn 

Farm 

Market 

draws big 

crowd in 

summer; in 

fall corn 

maze and 

pumpkins. 

Visitors

using Hunt 

House 

parking to 

access this 

market. 

Pedestrians 

on road; 

congestion

Reduce if possible Yes, as part of district with 

Everett Covered Bridge, 

Hunt House, Ira, Indigo 

Lake, Ira, Botzum

Develop VMS staging 

plan to sequence where 

in the district to send 

visitors when lot is full.

Consider one in, one out 

policy when lot is full to 

minimize circling. 

Current hammerhead 

parking lot at Hunt 

House has room for 

another bay to be built. 

It was designed for 

future expansion if 

funding allowed.

Indigo Lake Yes Yes

2 Hale Farm is 

connected 

to towpath 

and train 

stop via bike 

path and 

tram ride

Originally 

designed as a 

temporary lot 

No Yes, as part of district with 

Everett Covered Bridge, 

Hunt House, Hale Farm, 

Ira, Indigo Lake, Botzum

Possibly Develop VMS staging 

plan to sequence where 

in the district to send 

visitors when lot is full.

Ira No Yes Howe 

Meadow 

(large 

special 

events site) 

is across the 

street

Reduce/ eliminate Yes, as part of district with 

Everett Covered Bridge, 

Hunt House, Hale Farm, 

Indigo Lake, Ira, Botzum

Possibly Develop VMS staging 

plan to sequence where 

in the district to send 

visitors when lot is full.

Green 

hotspots 

(sample 

Canal 

Exploration 

Center

Promote special 

event use

No. 

Monitor 

use of this 

area after 

Offer additional 

bike/hike amenities to 

this site and strongly 

promote special events 
Congestion Assessment 30

Next Steps

Within 60 days of the final report, the Congestion Assessment team will contact meet with the park point of contact and region to discuss how to implement the park’s high and medium priority congestion mitigation recommendations. 

Park support for development of PMIS statements, field support and testing, potential funding resources, data collection/analysis and other implementation activities is available from your regional transportation program coordinator. 

Technical assistance is available from NPS’ Denver Service Center Transportation, FHWA’s Federal Lands Highway Division, the Volpe National Transportation Systems Center, and/or private sector consultants.

Attachment 1: CUVA Congestion Assessment Participants and Dates

only)

Canal 

Exploration 

Center 

Yes Yes No No No additional 

parking is 

done.

here (reach out to local 

cycling groups and offer 

to host an event here to 

promote awareness of 

the site, post on their 

social media pages, etc.) 

and offer information 

about how to find this 

location. Promote 

natural resource 

features and 

interpretive experiences 

available for families 

within a short walk of 

the VC.

Consider adding bike 

rentals/bikeshare 

stations.

Lead more tours from 

this location. 

Promote opportunity to 

walk to aqueduct.
Congestion Assessment 31

Attachment 1:

CUVA Congestion Assessment Participants and Dates

The Congestion Assessment for CUVA was conducted via webinar and conference call on three dates: 

 Call 1: April 27, 2017

 Call 2: May 17, 2017

 Call 3: June 27, 2017

The Assessment Team included representatives with a variety of skills and backgrounds, including:

Cuyahoga Valley National Park: Josh Donathan, Maureen Finnerty, Craig Kenkel, Lois Neff, Kim Norley, Meg Plona, Nick Pulfer, Joe Simkanin, Paul Stoehr 

Denver Service Center: Guy Headland, Zak Wood

Washington Transportation Office: Linda MacIntyre

Volpe National Transportation Systems Center: Amy Plovnick