The last 1,200 ft of the arrival, across the only ground on the route where nothing is permitted to rise at all.
Two works on one bearing. THE CUT, a 1,200-ft walled processional on the campus side, entirely below grade. THE LINE, a 42-ft blade pair and a 1,000-ft inlaid strip on the public greenway — the tallest legal object on this half of the site, standing on public ground rather than behind the fence.
Both run 057.81° true. Twice a year the sun runs down both of them at once.
The 14 CFR Part 77 primary surface is 1,000 ft wide, centered on runway 6L/24R, and carries zero allowable height. The campus road runs at V=207 — 293 ft inside that line — from U=4,600 to U=5,173, where the primary surface ends, 200 ft past the runway end.
Over that stretch height is earned sideways only: 1 ft for every 7 ft you step lakeward of V=500, capped at 150 ft. That is what shapes the cut and what puts the one permitted vertical on the public greenway.
So a monument anywhere on this stretch is not discouraged — it is an obstruction at any height above grade. The design follows from that, and it turns out to be the better building: grandeur by subtraction on the campus side, and the one permitted vertical given to the public. The gate itself sits 2,140 ft further east, where height is available; that is BEDC-010.
lateral section WEST of U=5,173; V in ft from centerline; heights at 2x
The restriction is a ramp, not a ceiling - west of where the primary surface ends.
1,200 ft from the gate west. The road descends 12 ft over a 240-ft ramp, runs 720 ft flat between walls 90 ft apart, and climbs back out. Nothing rises above grade. From the runway, from the air, and from the lake there is nothing to see but a seam in the ground.
The north wall carries the fin field. The south wall is board-formed concrete cast with Cuyahoga Valley steel slag — the mills' waste as the wall of the thing that replaces them.
A 42-ft blade pair on the greenway at V=802, 40 ft clear between them, and a 4-in polished stainless strip inlaid flush in the path running 1,000 ft east on 057.81°.
The blades' inner faces carry the same fin system as THE CUT, driven by the same signal. The public reads the same live campus load the staff do. Nothing is hidden from the city that is shown to the operator.
The security line was already moved inboard on BEDC-005 so the shoreline greenway stays outside the fence. THE LINE depends on that decision: it only works as a public work if the public can walk it.
You cleared the gate 3,340 ft ago at the east end of the site and drove the gradient and the traverse to get here. The cut is where the arrival lands. It sits inside the fence, which is exactly why the public piece has to exist separately rather than being a view of the private one.
1 in = 150 ft at 1110 px
You clear the gate, then descend. The ceremony is inside the fence; the public piece is not.
At a 60-ft carriageway and a 12-ft wall the enclosure ratio is 1:5 — enough to feel held, not enough to feel trapped. Ramps at 5% keep the route usable by everything except heavy haul, which takes a separate at-grade route on the north side. You do not want a 400-ton generator step-up transformer coming down your front door.
The cost that has to be stated up front: the invert lands at el. 571.0, which is 0.4 ft below Lake Erie low water datum and roughly 3 ft below mean. On hydraulic fill over dredge material that means a tanked structural slab, a perimeter sump and permanent pumping. This is the single largest line item in the arrival works and it should be priced before the idea is adopted, not after.
horizontal 1:1 with plan, vertical 10x
Grandeur by subtraction. The invert sits 0.4 ft below lake datum, so the slab is tanked.
The north wall is built twice with a 4-ft service gallery between. Every actuator is reached from behind, dry, without closing the road or touching the fin face. A kinetic facade that can only be serviced from a lift over a live carriageway will be switched off within two years.
vertical 2x
A double wall. The service gallery is why 360 drives are maintainable.
Thirty-six bays, ten rows. Each bay is 40 minutes. The number of rows turned to the bright face is the campus IT load in ten steps from zero to 1,000 MW. Newest data sits at the west end, so driving inbound you move forward through the day and arrive at now as the halls come into view.
It emits no light by day. The wall reads as tone, not motion — anodized bronze turned against anodized graphite. That is the whole airport-safe argument, and it is why this is a mechanical piece rather than a screen.
full length 1:900, enlargement 1:120
The wall is a 720 ft analog graph of the last 24 hours of campus load.
Twenty blades ride a common shaft per bay row. One brushless rotary with an absolute encoder turns each shaft. Torque-limited, captive pins, nothing that can leave the wall — and the cut itself shelters the whole field from wind, which is the reason a kinetic facade is defensible this close to a runway at all.
1 in = 8 in
Captive, torque-limited, inside the cut. Nothing can leave the wall.
At V=802 the envelope is 43.1 ft. The blades are drawn at 42, which leaves 1.1 ft of margin — thin, and it should be confirmed by survey before any foundation is poured, because the envelope is measured from the runway centerline and the centerline position is the one dimension on this site we took from published geometry rather than from the ground.
1 in = 120 ft
The only legal vertical on the west half of this site stands on public ground.
Runway 6L/24R was laid out in 1947 on a bearing of 057.81° true. The June 21 sunrise over Lake Erie at this latitude bears 059.0°, and the December 21 sunset bears 236.3° against a reciprocal of 237.81°. Those are misses of 1.19° and 1.51° — about two and three sun diameters.
Close enough to read as alignment standing on the path. Not close enough to call it an alignment in a document, which is why it is stated here as a near miss with the numbers attached. The campus inherits it for free; it did not earn it.
not to scale
The axis was set by a runway in 1947. It happens to point at the solstice sun.
Case B — airport closed — removes the Part 77 surfaces entirely, and the campus drawn in BEDC-002 already assumes it. So strictly the entrance has no height limit. The scheme is still designed to zero, for a reason that is strategic rather than regulatory.
Closure is the one thing in this file outside your control: the FAA is on record opposed, grant obligations run to at least 2039, and the east lobe is an active federal dredge cell. A zero-height entrance is the only part of this campus buildable under either outcome — which also makes it the only part you could put on the ground now, years ahead of any closure fight, as a public lakefront amenity that asks the city for nothing.
If closure does come, the axis gains a 180-ft mast at the gate and the blades grow to 90 ft. The mast is held below 200 ft deliberately: that is the 14 CFR 77.9 notice threshold, and staying under it means no obstruction lighting on a lakefront that does not need a blinking red beacon.
vertical 1 in = 30 ft
The zero-height scheme is the permanent core, not a compromise waiting to be replaced.
Nine constraints govern an object this close to an active runway end. Height is the first and the most visible. Wildlife attractants and hazardous lighting are the two that most often stop a design that already cleared the height test.
| Constraint | Governs | How this scheme answers it |
|---|---|---|
| HEIGHT | 14 CFR 77.19 | Zero on the road for its full length; 43.1 ft at V=802. Base scheme complies. Blades at 42 ft carry 1.1 ft of margin — confirm by survey before foundations. |
| LIGHTING | AC 70/7460-1, AC 150/5300-13 | Amber 2200K only. Red, green, blue and white are aviation signal colors and cannot appear in any array near a runway end that could read as a light pattern. Grazers recessed below the top of wall, so zero uplight is guaranteed by geometry rather than by fixture optics. Photometric submittal and airspace review required. |
| GLARE | FAA solar glare analysis | Anodized and diffuse finishes only. No polished or mirror surface faces the 24R approach. The inlaid stainless strip is horizontal at V=802 and 800 ft off centerline — flag it for a glare check anyway. Any photovoltaic array triggers a full analysis. |
| WILDLIFE | AC 150/5200-33B | No open water, no standing water beyond 48 hours, no fruit- or seed-bearing planting within 10,000 ft of the runway. This is what rules out the reflecting pool every arrival court wants. Greenway planting to a bird-hazard-screened list; the tanked slab drains to a covered sump. |
| FRANGIBILITY | 14 CFR 77.17, runway OFA | The perimeter fence runs V=170 across the compute row, which puts it inside the primary surface. At 8 ft it is an acknowledged obstruction — as is every fence at Burke today. Gate house at grade and frangible; terrace guard frangible; fence jogs to V=150 around the aperture terrace. |
| CONSTRUCTION | Form 7460-1, separate filing | The crane is the tallest object this project will ever have. Separate notice, night and weekend work windows, and a crane plan agreed with the tower before mobilization. |
| NAVAID / RADAR | Shadow study | The fin wall sits 12 ft below grade with no line of sight to the ASR or any NAVAID. The Case B mast requires a shadow study and its own 7460-1. |
| FOD | Part 139 airfield condition | Every kinetic component captive and torque-limited. No loose fasteners within the runway object free area. The cut shelters the fin field from wind, which is what makes the moving parts defensible here. |
| THERMAL | Plume and turbulence | No plume from any part of the arrival works. Generation is air-cooled, the lake loop is closed, and nothing in the gateway rejects heat. |
| Element | Material | Why |
|---|---|---|
| South wall | Board-formed concrete, Cuyahoga Valley steel slag aggregate, sandblasted | A Cleveland material with a Cleveland argument in it. Sandblasting exposes the slag rather than describing it. |
| Fin blades | Anodized aluminum — bronze face, graphite reverse | Anodize is integral, not applied: no repainting 7,200 moving parts, and diffuse by nature, which answers the glare question. |
| Blades, greenway | Same anodize over a steel armature | One material language across the private and public halves. |
| The line | 316 stainless, 4 in wide, mill polish, flush | Flush so it is a surface, not a trip hazard; 316 for a lakefront freeze-thaw path. |
| Not used | Weathering steel | It stains everything downslope of it, and everything downslope here is a public path. |
No tenant, utility or partner mark appears on any surface of either work. That rule already governs the rendering set and it governs the built work too.
Every view in BEDC-008 is a true pinhole projection of this geometry, not an illustration. That is worth the trouble because it fails loudly when the design is wrong.
| Caught | What happened |
|---|---|
| The aperture did not work | It was first drawn as a ha-ha — ground sloping up out of the cut. From eye 5 ft 6 in on a floor 12 ft down, the slope crests above the sight line at 5.2° against a 2.1° view angle, and hides the runway it exists to reveal. AR-4 came back empty. Redrawn as a terrace at grade reached by ten treads. |
| A fence post in the shot | The standard perimeter runs V=170 across the compute row, which put an 8-ft post 12 ft in front of the aperture camera, and posts land every 45 ft from U=4,470 — one of them exactly at U=4,560. The fence jogs to V=150 around the terrace and the camera moved to U=4,537. |
| A lens that could not hold its subject | AR-5 at 28 mm could not fit hall 4's 120-ft parapet from 230 ft. Corrected to 20 mm and the camera swung 60 ft north off the wall. |
| An impossible camera | AR-8's first position put the heat-exchange plant's north face within a few feet of the lens, which blanketed the frame and hid the mast entirely. Camera relocated west of the plant. |
| The runway was never modeled | No earlier view in this set looked south off the property, so 6L/24R had never been drawn. AR-4 does, and needed it built. |
Six in Case A, two showing the Case B variant. Every camera verified inside the property line and every lens verified to hold its subject. Full views in FOS216-BEDC-008; photorealistic prompts keyed to them in FOS216-BEDC-009.
1 in = 200 ft
Camera stations for the perspective set. Every one verified inside the property line.
BEDC-005 ended by naming a real gap: 2,600 ft of empty road to a gate, with no address and no forecourt. A council member or a tenant notices that in the first thirty seconds. This sheet answers it without asking the FAA for anything, and it does so by taking the one thing the airspace actually permits — a 43-ft vertical on public ground — and giving it to the public rather than to the front gate.
Open items: price the tanked slab before adopting the cut; survey the runway centerline before committing to 42 ft on the greenway; and agree the fin wall data mapping with operations once the first hall is commissioned and real load exists.
Read with FOS216-BEDC-010, which carries the east gate, the gradient, the corrected airspace model and the errata this revision depends on.