Luke Ravenstahl Mayor Noor Ismail, AICP Director ACKNOWLEDGMENTS

The South Metro Area Revitalization through Transit / Transit Revitalization Investment District (SMART TRID) Corridor Planning Study was generously funded by the State of Pennsylvania Department of Community and Economic Development, Pittsburgh Partnership for Neighborhood Development, Mount Washington Community Development Corporation, City of Pittsburgh, and Chelsa Wagner – Pennsylvania State House of Representatives – District 22.

Special thanks to the interest, input, and commitment made to this effort by the following political representatives and community organizations:

Mayor Luke Ravenstahl State Representative Chelsa Wagner City of Pittsburgh Councilwoman Natalia Rudiak City of Pittsburgh Councilman Bruce Kraus Director of City Planning Noor Ismail, AICP Mount Washington Community Development Corporation Beltzhoover Neighborhood Council Allentown Community Development Corporation Community Leaders United for Beechview (CLUB) TRID Planning Team Interface Studio LLC Scott Page, Principal Mindy Watts, Associate, AICP, PP Stacey Chen, Urban Designer & Planner Ashley Di Caro, Urban & Landscape Designer

Real Estate Strategies, Inc. Meg Sowell Beth Beckett

Sam Schwartz Engineering Mark de la Vergne, Associate

Community Technical Assistance Center Karen Brean, Director Marjorie Howard April Clisura

Sci-Tek Consultants, Inc. Charles Toran, President Jamille Ford, Manager Kevin Clark, P.E.

CORRIDOR STUDY Steering Committee Members Joy Abbott, Assistant Director, City of Pittsburgh – Department of City Pat Murphy, Executive Director, Hilltop Alliance Planning Susheela Nemani-Stanger, Project Development Specialist, Urban Chris Beichner, Executive Director, Mount Washington Community Redevelopment Authority Development Corporation Greg Panza, Program Manager, Mount Washington Community Genie Beckom, President, Beltzhoover Neighborhood Council Development Corporation Rebecca Davidson-Wagner, Project Development Specialist, Urban Denny Puko, Regional Manager, State of Pennsylvania – Department of Redevelopment Authority Community and Economic Development Ashleigh Deemer, Constituent Services Manager, Pittsburgh City Council - Patrick Roberts, Principal Transportation Planner, City of Pittsburgh – District 4 Department of City Planning Phyllis DiDiano, President, Community Leaders United for Beechview Natalia Rudiak, Councilwoman, Pittsburgh City Council - District 4 John Fournier, Chief of Staff, Pittsburgh City Council - District 4 Chris Sandvig, Regional Policy Manager, Pittsburgh Community Judy Hackel, President, Allentown Community Development Corporation Reinvestment Group Lynn Heckman, Assistant Director - Transportation Initiatives, Allegheny JT Smith, Board of Directors President, Mount Washington Community County Department of Economic Development Development Corporation Maureen Hogan, Deputy Director, Pittsburgh Partnership for Tom Smith, Treasurer, Allentown Community Development Corporation Neighborhood Development Heidi Tappe, Chief of Staff, Pennsylvania State House of Representatives Matt Hogue, Constituent Services Manager, Pittsburgh City Council - – District 22 District 3 David Totten, Transportation Planner, Southwest Pennsylvania Ronald Joseph, Budget Analyst, Pittsburgh Public Schools Commission Theresa Kail-Smith, Councilwoman, Pittsburgh City Council - District 2 Desiree Van Tassel, Community Development Specialist Jason Kambitsis, Senior Planner, City of Pittsburgh – Department of City Chelsa Wagner, Representative, Pennsylvania State House of Planning Representatives – District 22 Dawn Jones King, Vice President, Beltzhoover Neighborhood Council Brian Wall, Center for Program Development, PennDOT Tom Klevan, Transportation Planner, Southwest Pennsylvania David Wohlwill, Program Manager – Longer-Range Planning, Port Commission Authority of Allegheny County Bruce Kraus, Councilman, Pittsburgh City Council - District 3 Ken Wolfe, Vice President, Allentown Community Development Justin Miller, Senior Planner, City of Pittsburgh – Department of City Corporation Planning TABLE OF CONTENTS

I INTRODUCTION...... 1 IV RECOMMENDATIONS...... 53

CONTEXT...... 1 1 SHORT-TERM IMPROVEMENTS...... 54

PLANNING PROCESS...... 4 2 PUBLIC REALM AND INFRASTRUCTURE IMPROVEMENTS...... 61

PUBLIC ENGAGEMENT ...... 5 3 DEVELOPMENT...... 72

II TOD AND TRID...... 7 V IMPLEMENTATION...... 86

WHY FOCUS ON TRANSIT...... 7 VALUE CAPTURE OVERVIEW...... 86

WHAT IS TOD ...... 9 SOUTH HILLS JUNCTION TRID TAX INCREMENT ESTIMATES...... 88

WHAT IS TRID...... 11 PRINCIPLES OF THE TRID AGREEMENT...... 95

IMPLEMENTATION APPROACH ...... 96

III ANALYSIS...... 13 IMPLEMENTATION MATRIX ...... 99

PROFILE...... 13

TRANSIT CORRIDOR CONTEXT...... 16 APPENDIX (UNDER SEPARATE COVER)

DEMOGRAPHIC TRENDS...... 27 REAL ESTATE STRATEGIES MARKET ANALYSIS PHYSICAL CONDITIONS...... 29 BEECHVIEW: VALUE CAPTURE TRANSIT REVITALIZATION INVESTMENT DISTRICT AGREEMENT ENVIRONMENTAL CONDITIONS...... 39 SOUTH HILLS JUNCTION: VALUE CAPTURE MARKET CONDITIONS & POTENTIAL...... 41 TRANSIT REVITALIZATION INVESTMENT DISTRICT AGREEMENT PUBLIC INPUT...... 47 SCI-TEK CONSULTANTS INC. ENVIRONMENTAL CONDITIONS OTHER DEVELOPMENT LIMITING FACTORS HISTORIC AND CULTURAL RESOURCES ADVERSE GEOLOGIC CONDITIONS

CORRIDOR STUDY LIST OF FIGURES

Figure 1. South Metro Area ...... 2 Figure 29. Sketch of Station Wayfinding along Boggs Avenue...... 55 Figure 2. Proximity to Downtown Pittsburgh ...... 3 Figure 30. Summary Diagram of Proposed Short-Term Improvements ...... 56 Figure 3. Online Collaborative Map Website Summary ...... 6 Figure 31. Rendering of Mural and Station Wayfinding Proposed for Retaining Wall ...... 57 Figure 4. East Liberty Gateway Investment Area ...... 10 Figure 32. Sketches of Liberty Tunnel Towers as Station Beacons ...... 58 Figure 5. How TRID Works ...... 11 Figure 33. Rendering of Blue Line Paint Treatment ...... 58 Figure 6. Study Area ...... 14 Figure 34. Rendering of New Green Wall and Planted Bed Along Warrington Avenue ..... 60 Figure 7. Section showing South Hill Junction’s Sunken Location ...... 16 Figure 35. Summary Diagram of Proposed Public Realm and Figure 8. Red and Blue Line Ridership ...... 17 Infrastructure Improvements ...... 62 Figure 9. Bus Service at South Hills Junction ...... 18 Figure 36. Day and Nighttime Renderings of Station Staircase Improved Figure 10. South Hills Junction Access Points ...... 19 with Wayfinding and LED Lighting...... 63 Figure 11. South Hills Junction Access Challenges ...... 20 Figure 37. Rendering of Crosswalk, Wayfinding Signage, and New Green Wall Figure 12. Photographs Describing Pedestrian Approach to South Hills Junction to Improve Station Entrance and Safety ...... 65 from Lelia Street and Jasper Street ...... 21 Figure 38. Rendering of Greening along Haberman in Beltzhoover Figure 13. Photographs Describing Pedestrian Approach to South Hills Junction and Extended Median in Mt. Washington ...... 68 along Warrington Avenue ...... 23 Figure 39. Sketch of Emerald View Park Trailhead Locations at the Junction Figure 14. Photographs Describing Pedestrian Approach to South Hills Junction and Secondary Connections to Trail System ...... 69 from Secane and Haberman ...... 25 Figure 40. Proposed Kiss ‘n Ride Route along Brown Line Track Alignment ...... 70 Figure 15. Population Change in SMART TRID Study Area, 1940-2010 ...... 27 Figure 41. Alternative Kiss ‘n Ride Route along Existing Bus Route ...... 70 Figure 16. Median Household Income in SMART TRID Study Area in 2010 ...... 28 Figure 42. 3D Model of Existing Conditions at South Hills Junction ...... 72 Figure 17. Comparison of Commute Mode in SMART TRID Study Area in 2008 ...... 28 Figure 43. Port Authority-Owned Opportunity Sites at the Junction ...... 73 Figure 18. Land Use Map ...... 30 Figure 44. Supporting Opportunity Sites in Adjacent Communities ...... 74 Figure 19. Port Authority-Owned Land at South Hills Junction ...... 3 2 Figure 45. Development Scenario 1 Site Plan ...... 77 Figure 20. Vacancy Map ...... 3 4 Figure 46. Development Scenario 2 Site Plan ...... 81 Figure 21. Building Condition ...... 36 Figure 47. 3D Model of Development Scenario 2 ...... 82 Figure 22. Crime Trends, 2005-2010 ...... 37 Figure 48. Development Scenario 3 Site Plan ...... 83 Figure 23. Crime Hot Spots, 2009 ...... 38 Figure 49. 3D Model of Development Scenario 3 ...... 84 Figure 24. Adverse Geologic Conditions ...... 40 Figure 50. Projected Tax Increment for Development Scenario 1 ...... 91 Figure 25. Commercial Competition ...... 41 Figure 51. Projected Tax Increment for Development Scenario 2 ...... 92 Figure 26. Commercial Uses ...... 42 Figure 52. Projected Tax Increment for Development Scenario 3 ...... 93 Figure 27. Leakage/Surplus Factor by Industry Subsector ...... 4 3 Figure 53. Community Priorities for Implementation ...... 98 Figure 28. Retail Trade Area ...... 44 1

I INTRODUCTION L-R: Red Line car at Fallowfield Station in Beechview; Tracks at South Hills Junction CONTEXT Purpose of the Study Pittsburgh is widely recognized Indeed, the purpose of the City’s ongoing comprehensive planning process, The Port Authority of Allegheny as a “livable city”1 due to its PLANPGH, is to “enhance Pittsburgh’s quality of life by determining the County operates a complex mix of educational and cultural effective and efficient use of its natural systems, infrastructure, cultural network of buses, light rail, and institutions, affordable lifestyle, assets, recreational amenities, and economic resources.” This study, the other services that help to knit employment opportunities, and South Metro Area Revitalization through Transit / Transit Revitalization the City and its neighborhoods public transit system. All of the Investment District (SMART TRID) Corridor Planning Study, shares the together. There are 295 transit pieces are in place for Pittsburgh stated goals of the Comprehensive Plan, aiming to attract investment and shelters and stations in this to reach its own goals of becoming development along the Red Line in an effort to: system. This is a story about a few a greener, more sustainable of those stations – those located and economically diverse city. 1. Strengthen Pittsburgh’s position as a regional hub and enhance its in Beechview along Broadway To further Pittsburgh’s ongoing global significance Avenue and at the South Hills transformation, careful planning 2. Provide equal access and opportunities to live, work, play, learn, and Junction situated in the valley is required to ensure that the very thrive between Mount Washington and assets that make it livable are 3. Grow and diversify Pittsburgh’s economy and its tax base Beltzhoover. The SMART TRID strengthened. 4. Foster a sense of Citywide community while strengthening Corridor Planning Study pulls neighborhood identities together extensive data along 1 America’s Most Livable Cities, 5. Capitalize on Pittsburgh’s diverse natural and cultural resources with resident voices to examine Forbes Magazine, 29 April 2010: http:// 6. Respect and enhance the relationship between nature and the built the issues that have prevented www.forbes.com/2010/04/29/cities- environment2 these stations from becoming livable-pittsburgh-lifestyle-real-estate- true community assets. 2 www.planpgh.com/mission.htm top-ten-jobs-crime-income.html CORRIDOR STUDY 2 INTRODUCTION

Red Line car approaching Fallowfield Station in Beechview

Study Area In deciding to examine the potential The SMART TRID Corridor of designating Transit Revitalization Planning Study focuses on the four Investment Districts (TRIDs) in Beechview neighborhoods that make up the South and at South Hills Junction to support Metro Area: Allentown, Beechview, transit-oriented development by employing Beltzhoover, and Mount Washington. a State mechanism that allows local tax The Study is divided into two distinct Figure 1. South Metro Area dollars to be captured locally for community areas, both served by the Port Authority improvements near transit, the City and of Allegheny County transit system: its partners recognized the importance of Beechview, which is served by the Red The South Hills Junction study area encompasses the “T” in fostering overall neighborhood Line along Broadway, and South Hills Beltzhoover and portions of Mount Washington. Major park revitalization. The purpose of this plan Junction, a transit hub for the Red and systems frame the study area on three sides – Grandview is to examine the existing conditions and Blue T lines and multiple bus routes. Park to the north and Mt. Washington Park to the west, both future opportunities located roughly within destinations within the Emerald View Park system, which a ½-mile of South Hills Junction and the For the purposes of data collection, the overlooks Downtown Pittsburgh, and McKinley Park to the Red Line stops in Beechview with the goals study area for Beechview is bounded south. Beltzhoover Avenue forms the main eastern edge of of increasing transit ridership, spurring by Banksville Road, Crane Avenue, the study area. Warrington Avenue and the Junction itself economic development, strengthening Saw Mill Run Boulevard, West Liberty mark the dividing line between the Mt. Washington and existing neighborhood assets, improving Avenue, and Wenzell Avenue, with a Beltzhoover neighborhoods. Allentown is the neighborhood the public realm, enhancing safety, and focus on Broadway Avenue. immediately to the east of both the Mt. Washington and encouraging community building around Beltzhoover neighborhoods. transit. 3 The South Metro Area neighborhoods enjoy proximity to Downtown Pittsburgh and represent an opportunity to build on previous TRID studies undertaken in Mount Lebanon and Dormont. Upon completion of the North Shore Connector, Pittsburgh’s Light Rail Transit (LRT) system will extend beyond the Golden Triangle downtown, linking the study area neighborhoods with the North Shore. While each of the South Metro Area neighborhoods has a distinct relationship to its respective transit station(s) and significant variations in overall neighborhood conditions, they all present unique opportunities to encourage investment in underutilized land and buildings in the blocks adjacent and in close proximity to each station.

Figure 2. Proximity to Downtown Pittsburgh

CORRIDOR STUDY PLANNING PROCESS The SMART TRID Corridor Planning 4 Study began in September 2010 and was completed in May 2011. The planning process consisted of three phases:

[1] The Existing Conditions phase, which encompassed observation, research, and outreach to assess INTRODUCTION neighborhoods and stations, consisted of:

> A parcel-by-parcel survey of the study areas to determine land use, vacancy, and building conditions > An analysis of the physical environment around the Project schedule station areas to assess adjacent uses, accessibility, [2] The Preliminary Recommendations phase included: [3] The Final Plan phase of work involved local traffic and circulation packaging all materials into a draft plan for patterns, the transit system, > Developing objectives to guide the plan’s review to further refine priorities and determine and pedestrian and bicycle recommendations phasing of investment. environments > Developing preliminary recommendations that include > A review of Census and related SHORT TERM improvements that can be accomplished data to evaluate demographic relatively quickly to build momentum, PUBLIC REALM and socioeconomic conditions AND INFRASTRUCTURE improvements that balance in the study areas the needs of pedestrians, bicyclists, transit riders, and > A residential and commercial cars, and DEVELOPMENT SCENARIOS to test the long- market study for both station term potential around the targeted stations areas to determine market > Conducting a value capture analysis based upon the performance and potential amount and type of potential development to determine > A review of historical material the amount of money that could be available for and previous plans reinvestment around the stations if a TRID was enacted > A public outreach initiative to by the State of Pennsylvania engage local stakeholders in > Public presentations of the preliminary recommendations the planning process and elicit to garner feedback and prioritize their input PUBLIC ENGAGEMENT You Said 5 Over the course of the three planning phases, > I take transit because… To create a channel for ongoing public a series of interviews, focus group discussions, “It’s convenient to get downtown – for input throughout the process, a large-scale and six larger public meetings were held to special events.” collaborative map was installed in the introduce the Study and its goals, solicit ideas and “It’s quicker than driving to work.” Warrington Recreation Center and the Carnegie opinions, and outline specific recommendations “It’s cheaper than parking downtown.” Library in Beechview for people to share ideas to achieve the stated objective of TRID and “I don’t want to own a car.” and insights about their neighborhood and transit-oriented development. A TRID Advisory “It’s environmentally responsible.” tag them to specific locations. The maps were Committee comprising public, private, and “It’s more economical … and worry free.” up from mid-December 2010 to mid-February nonprofit-sector stakeholders was formed to “I live within walking distance.” 2011 and were also accessible online on the guide the process, refine the results, and build project webpage via an interactive mapping a broad constituency for the implementation of > I don’t take transit because… application. the plan. “It would be dark and dangerous when returning late.” The website received close to 700 hits over the Project kick-off meetings were held in the South “The trolleys [are] almost always full and course of the project, serving to build awareness Hills Junction and Beechview neighborhoods pass my stop by. Since Beechview is one about the plan while also tapping into local ideas on October 26 and 27, 2010 to introduce the of the last stops before town, the trains are and insights. The comments collected from project and goals. At the close of the kick off often filled by more suburban riders.” the collaborative mapping exercise provided meetings, residents used stickers and maps to “It’s gotten expensive. It’s cheaper to drive valuable input that informed the analysis and identify their favorite and least favorite places in to work.” development of the plan. Direct quotes from their respective neighborhoods to help alert the “The cost difference between the trolley local residents and stakeholders are sprinkled consultant team in to important local places. and parking was not large enough to justify throughout this report. Local stakeholders were also asked to respond giving up my schedule flexibility allowed by to three quick questions; their answers were having my own vehicle.” The team presented analysis findings to the recorded on tape and an audio file was later communities on February 15 and 16, 2011, linked to the project webpage. and invited community members to imagine > Transit would be better if… their neighborhoods in 20 years by filling out “Some of the stops were protected and “postcards from the future,” which launched aesthetically improved and had better the recommendations phase of the planning lighting.” process. “There were more shelters, more police.” “It was an experience in itself, with things to On April 19 and 20, 2011, preliminary do at the station [like] farmers’ markets.” recommendations were presented to the “I could get a seat in the morning.” public and feedback was solicited through a “It was more affordable.” prioritization exercise where participants were “The schedules were followed more given a limited budget and asked to spend it on consistently.” the recommendations they thought were most “There were weekly or daily passes.” important. “There was an image that it was more convenient.” Mapping exercise at South Hills Junction public meeting “It was more accessible to seniors.” CORRIDOR STUDY In all, more than 140 local residents, community 6 leaders, elected officials, representatives of government agencies and non-profit organizations, private investors, and other local stakeholders participated in the planning process. INTRODUCTION

Figure 3. Online Collaborative Map Website Summary 7 II TOD AND TRID WHY FOCUS ON TRANSIT Since the expansion of the nation’s highway Accommodating and encouraging continued While traffic congestion is a regional economic system and subsequent growth of a car- transit growth is necessary not just for the City issue, the cost of transportation hits very dominated culture, transit has often been of Pittsburgh but the region as a whole given close to home for many families in Pittsburgh. relegated to the margins of policy and funding. the steady increase in both the number of hours Low and moderate-income Pittsburghers are Trains, buses, and trolleys, to name a few, were that drivers sit in traffic and the subsequent extremely vulnerable to rising costs such as often viewed as an urban phenomenon with cost of that congestion in terms of lost time. the recent increases in gasoline prices. After limited relevance for small towns or suburbs. In 2002, the Texas Transportation Institute housing, transportation is the 2nd largest cost estimated that Pittsburgh drivers experience an to families and in Pittsburgh, this can amount However, as noted by the Center for Transit- annual delay of 12,510,000 hours in congested to between 12% and 25% of a household’s Oriented Development, “Americans are traffic or an average of 15 hours of delay per income. Promoting transportation choice is increasingly prioritizing the advantages week per peak road driver. The estimated cost important to reduce congestion as well as provided by neighborhoods near transit, of this congestion totals $235,000,000.4 to affordably meet the transit needs of local including economic savings to households, families. reduced carbon emissions, healthier lifestyles, fewer traffic accidents, and reduced suburban sprawl. At the same time, demographic and cultural changes are resulting in a growing interest in cities and urban lifestyles, which means that there is increased demand for the kind of neighborhoods that are most likely to What happens when... be served by transit. These trends are only reinforced by recent spikes in oil and gas prices.”3

Gas prices are climbing 4 Schrank, David and Tim Lomax. “The 2002 Urban Mobility Report,” Texas Transportation Institute, The Texas A&M University System, June 3 Capturing the Value of Transit, November 2002. 2008. Center for Transit-Oriented Development CORRIDOR STUDY ln t wr, uln cneto aog our along highways andthrough our neighborhoods. congestion fueling work, to alone drive to continue Pittsburghers of percent 54 need, local valuable a serving is transit while transportation users are en route public to schools and colleges. But of percent 12 DowntownAnother in shop or Pittsburgh Authority’suse Port transit services. work who people of and traffic, employment topography,centers. Approximately of 50 percent combination a cities. Pittsburgh is in use other transit fuels what than of Much and higher comparatively weekday, percent 20 is around of per City the in use riders transit 225,000 over serves County Allegheny of Authority Port The One light rail vehicle can take 125 cars off the road. theroad. off vehiclecantakecars 125 One lightrail theroad. off One buscantake 60cars indicated that the majority of this demand will demand this of majority the that indicated study The stations. transit of ½-mile a within areas in housing for looking be will years 25 next the over households all of quarter a that CenterforTransit OrientedDevelopment found A 2004 market study by Reconnecting America’s alternative options. transportation ridership cost-effective, missing transit with communities connect and promote still to is opportunities Pittsburgh infrastructure, those at excellent the off Despite platforms. and and stations on get hundreds only day, each but through pass riders of Junction, thousands Hills South and Beechview both In s omny eerd o s rni Oriented TransitDevelopment (TOD). as to referred commonly is a way that encourages the use and of transit or what stations, in so do must we stations; aroundtransit build infrastructure, to enough not is It our communities. surrounding at close look a taking means potential this Meeting stations by 2025. of ½-mile a within living households 821,000 or percent 65 be to estimated was potential growth national The presence. transit strong havealready a that likePittsburgh cities target An alternative to sittingintraffic

TOD & TRID 8 WHAT IS TOD 9 Transit Oriented Development (TOD) is a As demonstrated in other cities across the national movement focused on encouraging country including Washington DC, Atlanta, Los growth and development in a way that leverages Angeles, Chicago, and Portland, the result has the value of local transit. It builds on the fact been fewer cars on the road, a greater use of that those living around transit stations are five transit, and a number of essential community times more likely to use transit. Specifically, benefits and improvements. These include: the goals are to promote transit use by: > Improved public safety through the > Building a mix of uses (retail, housing, redevelopment of vacant land that office, open space) immediately adjacent previously attracted criminal activity and Mixed use transit-oriented HOPE VI development in Seattle to the station related investment in amenities such as Source: www.gglo.com > Developing housing that serves a range new lighting of incomes and family types including > Economic equity by incorporating affordable affordable homes for families and seniors housing as a part of the new development as well as market-rate units > Greater transportation choice by making > Encouraging walking and biking, which biking, walking, and transit safer and easier further promotes transit use to use > Creating distinctive designs that add > Improved economic development through value to the station and surrounding the provision of new retail as well as new communities jobs for local residents > New community-oriented civic spaces like small parks that provide additional play Transit-oriented development in Portland space for youth Source: www.mithun.com > Healthier citizens by promoting less reliance on the car and more emphasis on walking

Station Entrance at transit-oriented development in Los Angeles Source: www.article.wn.com

CORRIDOR STUDY s h tasotto cmoet f h City’s the of component Plan, Comprehensive transportation the As the of frameworkthe within TRID as fortoolsTODsuch and Pittsburgh will now pull together envisioned concepts of City The health. economic and livability continued identify City’s the promote to and initiative important transit an as TOD local improved on spotlight a move TOD projects forward. to opportunity key a offers legislation (TRID) District Investment Revitalization Transit Pennsylvania’s of of Statethe that capacity formthis in is It assistance. public some necessitates often site one on uses multiple finance and contamination, environmental the existing clean improve streets, local of character infrastructure, and quality upgrade to need accomplish. The to difficult projects make poor complicated that such gaps stations, for financing and many market stations, to around access adepressed retail and housing land), flat (especially availability land limited including Pittsburgh neighborhoods across in reality a TOD making to barriers Study Planning Corridor These prior studies and the work on the for capitalizinguponthestrategic value ofTOD. examples plan and executable an into nationally efforts and locally found best the combining by use Study the Vision Regional including 20/20 plans recent of number Busway. A residential East Jr. King Luther and Martin the around developmentretail, office, in million $300 than developmentincluding the East Liberty and the more actively sought to bring TOD back have into projects the recent fewlocal debate,a aside, examples Historic system. rail and trolley City’s the of expansion and creation the by fueled TODs, of examples early were Many of Pittsburgh’s most recognizable neighborhoods TOD in Pittsburgh and , OEG Mlioa Tasotto Plan. Transportation Multimodal MOVEPGH ae l suh t shine to sought all have Region Project il nert land integrate will MOVEPGH , the , have identified a number of number a identified have Eastern Corridor Transit Corridor Eastern SMART TRID Source: www.whirlmagazine.com The recentlybuiltEastSide Complex inEast Liberty Source: www.whirlmagazine.com Figure 4. East Liberty Gateway Area Investment Liberty East Source: BeyondDC onwww.flickr.com BuswayEast Liberty Transit Center Post Source: Post-Gazette andEast Liberty Mural alongMLKJr. East Busway 10 TOD & TRID WHAT IS TRID 11 TRID Program Fortunately, the Commonwealth has provided What is Value Capture? TRID vs. TIF a mechanism to facilitate the cooperation Value capture is simply the local public Transit Revitalization Investment Districts are and funding that is needed to help make TOD attainment of new tax revenue gained by the nearly identical to Tax Increment Financing projects work at the local level. Thanks to active increase in private land values that results from Districts save for one key element: the notion of participation from the Delaware Valley Regional new public investments. When a TRID is formed, transit oriented development. In fact, the only Planning Commission (DVRPC) in its creation, the new tax revenue is solely available for public difference between the two is the boundary the Transit Revitalization Investment District improvement and development projects within rules for the creation of a district. While TIF Act (TRID) of 2004 was enacted by a 90-0 vote that TRID area, thus enticing investment in that districts center upon blighted neighborhoods in the House of Representatives and a 187-1 community. Further, the abatement of taxes and vacancy, TRID districts target underutilized vote in the Senate. TRIDs enable municipal on current property assessments potentially spaces adjacent to transit stations and nodes governments and transit authorities to more stimulates growth and private property of public transportation. closely coordinate transportation infrastructure, improvement. Future development projects land use, and private development in the and property assessments translate into future following ways: tax revenue which can be leveraged earlier Figure 5. How TRID Works for development and improvement funding. > Providing incentives for transit-oriented Value Capture is a powerful tool for community development revitalization, and combined with the lucrative > Establishing mechanisms to capture the market of TODs, station improvements, and value added by development around transit increased ridership, TRIDs have the potential stops to drastically improve neighborhood health. > Encouraging community involvement in the location, design, and implementation of development activities > Receiving priority for grants and technical assistance through the State’s Department of Community and Economic Development (DCED)

CORRIDOR STUDY by theformation oftheTRID. will entity forth set programimplementation managing the manage the onward, point this are entity from and upon, decided this and devised carefully of responsibilities and roles The implementation. TRID the administer to entity management TRID a forming thus TRID, the with forward move to chose compelled, if agree to the findings of the planning study and, must agency transit and municipality the Next, the TRID. determine the of feasibility and geometry, to location, study planning a isto conduct TRIDDistrict a in creating step first The and thesurrounding community. resourcesand financial interestto improve localtransit outside bring can and outreach and education community integrates that rewardingprocess a is itself TRID the of creation the study,planning a conducting and partnerships building Through area. designated the within (TODs) projects capital support to used solely and contained be can revenue designations tax new where create Districts to opportunity the Investment offer Revitalization Transit How TRIDs Work Pann Suy s eie and revised is Study Planning completed – 4 on Step meeting(s) Agency public Planning Study Transit and community Municipality conduct – 3 Step rationale and boundaries, location, determine to Study Step 2 – Municipality undertakes TRID Planning to work cooperatively to create aTRID agree Transit Agency and Municipality – 1 Step execution begins. and implementation, management, program a location is identified, the process of planning, Once stop. transit a from mile a of 1/2 to 1/8 designate a TRID in any geographic area within Per the TRID legislation, a local government can TRID Process

WE ARE HERE

Plan, asrequired TRID or Agreement to Amendments – 16 Step Implementation Program approved with accordance in expenditures and revenues Capture Value Sector Step 15 – TRID Management Entity administers Step 14 –Project constructionandcompletion Public Project Commitments including or Financial Sector Private successful and Improvements with Developer, Agreement Development executes Entity Management TRID – 13 Step TRID ManagementEntityandmunicipality by accepted proposal Development – 12 Step solicits Entity Management Developer interest TRID – 11 Step and definedimprovements entity, management commitments, financial Agency responsibilities, Transit roles, on and Agreement execute Municipality – 10 Step Agency Program improvements Transit Implementation TRID and on meeting public Municipality hold – 9 Step Financial Plan County TRID and Agency schedule, shares, and Capture Value on Transit District School and with Municipality coordinate – 8 Step maintenance and Infrastructure phasing, costs, Sector including Improvements, Public of lists project Step 7 – Municipality and Transit Agency prepare TRID Management implementation administer to forms Authority) and an Municipality (e.g., Entity – findings 6 Step Study’s Agency recommendations Transit Planning and Municipality accept – 5 Step 12 TOD & TRID 13 III ANALYSIS PROFILE Study Area “It just feels so isolated.” South Hills Junction emerged in a The station at South Hills Junction was valley “between” neighborhoods, established by Pittsburgh Railways, a with Mount Washington’s rear predecessor of the Port Authority of Allegheny face rising to the north and County, in 1904 when the Mount Washington Beltzhoover’s more gentle Trolley Tunnel was completed to connect the terrain sloping upwards to the South Hills with Downtown Pittsburgh. In 1973, south. The area surrounding the Tunnel was upgraded to accommodate Port the station developed in the late Authority buses in addition to street cars, and 1800s as industrial expansion in 1981, the Port Authority began to update in the South Side neighborhoods the old trolley route with the construction of its spurred residential growth along current Light Rail Transit (LRT) system, known the hillsides facing Downtown. as the “T.” Construction of the entire Stage I Eventually, growth expanded over LRT system was completed in 1987, and South the ridgeline and merged with Hills Junction has since served as a major growth coming up the hillside transit center inviting transfers between lines from Saw Mill Run. and modes of transit.5

However, located in a bowl between the Mt. Washington and Beltzhoover neighborhoods, South Hills Junction currently looks and feels like a forgotten back door to both communities, and though both neighborhoods use the transit resources at the Junction, neither fully claims the station or identifies it as an integrated part of the neighborhood. “Is the Junction in Mt. Washington or Beltzhoover?”

Staircases leading down to the 5 http://www.pittsburghtransit.info/ Junction from Beltzhoover and lrt.html and http://en.wikipedia.org/wiki/ Mt. Washington South_Hills_Junction_%28PAT_station%29 CORRIDOR STUDY also serves Mt. Washingtonalso serves andBeltzhoover. which district, business Allentown’s capture to Avenue Arlington to Avenue Warrington along eastward extends and area station Washington Junction Hills Mt. both South the for surveyed of area The Beltzhoover. east the immediately to neighborhood the is Allentown the dividing line between the two neighborhoods. Warrington Avenue and the Junction itself mark Beltzhooverthe neighborhood.of all wellas as built into the southern slope of Mt. Washington the portion of the Mt. Washington neighborhood encompasses area station the such, as Drawn edge ofthestudyarea. eastern main the forms Avenue South. Beltzhoover the to Park McKinley and Pittsburgh, of part both Emerald west,View Park, which overlooks Downtown the to Park Washington Mt. and north the to Park Grandview – three sides on area study the frame systems park Major Junction. the from outward radius extending a half-mile by roughly defined is area Planning Study, the South Hills Junction station the of purposes the For Source: Historic Pittsburgh,University ofPittsburgh Map ofSouthHillsJunctionin1910 SMART TRID Corridor TRID SMART Source: www.brooklineconnection.com Tunnel,Liberty 1932 Figure 6. Study Area Source: www.pittsburghtransit.info Trolleys atSouthHillsJunction,1970s SOUTH HILLS JUNCTION 14 ANALYSIS Coordination with Previous Plans 15 “If people don’t see change, it’s hard to convince them that things are improving.” The SMART TRID Study recognizes that this is not the first planning study for the area. In fact, a variety of other plans and studies predate this initiative. This study, much like the 2004 Baum-Centre Corridor Development Strategy for the East Busway in its focus on Transit- Oriented Development, seeks to reinforce and build upon the following pre-existing plans for the station area: Existing Emerald View Park vista

Hilltop Housing Initiative (2005) – Sponsored by the Mount Washington Commercial Business District Emerald View Park Trail Plan (2010) – This plan, Beltzhoover Citizens Community Development Improvement Plan (2008) – Mt. Washington prepared for Mt. Washington Community Corporation with the support of the Allentown Community Development Corporation (MWCDC) Development Corporation, proposes linking Civic Association, the Hilltop Housing Initiative commissioned a business district plan for South Hills Junction to Mt. Washington outlines a plan for the development of 50 new Shiloh Street and portions of Southern, Virginia, Park and the wider Emerald View Park trail single-family homes by Jaxon Development Boggs, and Bailey Avenues with the goal of network. Besides trail connections, signage Corporation and Neighborhood Development linking divided segments of the district through and trailheads should be incorporated in TRID- Ventures. The first phase comprising eight signage, streetscape design, and targeted new related improvements to the Junction. houses was built in 2006 along Beltzhoover construction. Though the focus area of this Avenue, and most of these homes remain on plan sits atop Mt. Washington near Grandview “South Hills Junction is the southern-most tip the market today, presenting a hard reality Park, the SMART TRID Study discusses creating of Emerald View Park’s planned 19 miles of about the housing market in this portion of the stronger visual cues and physical linkages trails... The trail plan extends the Park trail to study area. between the Junction and the growing cluster this southern point specifically to connect to of businesses in Mt. Washington. available public transportation.” Individuals who were interviewed reported that there were several problems with the houses. MWCDC’s Ten Year Neighborhood Housing Strategy The neighborhood’s reputation as a place that (2010) – This Housing Strategy for Mount is not safe is an issue, especially in view of the Washington and Duquesne Heights produced pricing of the homes, which was too high for distinct approaches for the different zones in the location. Moreover, some potential buyers the area. For the zone surrounding South Hills found the layout of the homes to be awkward, Junction, the plan calls for intervention with with long but thin rooms and small kitchens rehab and resale projects. located at the front of the house. While people might move if the prices were attractive, that was not the case for the homes in Beltzhoover.

CORRIDOR STUDY STATION CONTEXT Surrounded by hills on all sides, the 16 bowl-like station at South Hills Junction is both a tremendous opportunity and a challenge with respect to mobility in the area. The light rail and bus lines that converge at this location allow residents

to get all around the city without an ANALYSIS automobile. However, it is difficult to simply get to the station, either as a pedestrian or as a driver.

With hills on all sides, the Junction feels like a bowl.

Figure 7. Section showing South Hill Junction’s Sunken Location

SOUTH HILLS JUNCTION Transit Routes and Ridership 17 The Port Authority of Allegheny County’s Red Line and Blue Line pass through South Hills Junction heading inbound from South Hills Village, “the Library,” and Overbrook before entering the Mt. Washington Tunnel toward Station Square and Downtown. The Red Line provides approximately 10 minute headways during peak hours on weekdays, and 15 to 30 minute headways at other times. The first train in the study area to Downtown arrives at South Hills Junction at 5:10 am, and the final train in the study area from Downtown arrives at 12:37 am. On Saturdays, the headways are approximately 20 minutes both ways, and on Sundays the headway is 30 minutes.

The Blue Line operates on a headway of approximately 10 to 15 minutes during peak hours, and 15 to 30 minutes at other times. The first train in the study area to Downtown arrives at South Hills Junction at 5:17 am, and the final train in the study area from Downtown arrives at South Hills Junction at 12:42 am. On Saturdays, the Blue Line operates approximately every 20 minutes, Figure 8. Red and Blue Line Ridership and on Sundays the headway is Source: Port Authority of Allegheny County Transit Development Plan, 2008 approximately every 30 minutes.

CORRIDOR STUDY The Brown Line light rail service that 18 connected South Hills Junction and Allentown with Downtown was terminated in March 2011 due to system-wide service cuts. While the tracks remain in place along Arlington and Warrington to the Junction, the Line no longer provides rush hour service to Downtown with seven daily ANALYSIS inbound trains from South Hills Junction to Downtown and seven outbound trains.

As the focal point of transit service in the area, several bus routes service South Hills Junction as well. The South Busway routes to Baldwin Manor (Y45), Elizabeth (Y46), Curry (Y47), and Prospect Park (Y49) cycle through the Junction. Other bus routes that service the Junction include the Route 40 to Mount Washington, the 41 to Brower Hill, 39 to Brookline, 43 to Bailey, 44 to Knoxville, and 54C to the North Side, Oakland, and the South Side.

Rush hour activity is highest at the Junction. Crowding on trains is a common concern voiced by residents throughout the South Hills, as the T draws heavy ridership from the surrounding suburbs and is often quite full by the time it reaches South Hills Junction on its way inbound during peak times. Indeed, over the course of one weekday, heading inbound, roughly 650 people board at the Junction, roughly 200 alight or step off the T, and nearly 9,000 Figure 9. Bus Service at South Hills Junction pass through on their way to Downtown, Source: Port Authority according to 2008 data collected for the Port Authority’s Transit Development Plan.

SOUTH HILLS JUNCTION Station Access 19 “People feel really disconnected from the “South Hills Junction is such a pit – could it station.” look any worse?” South Hills Junction provides a number of South Hills Junction has almost no street the Port Authority-owned parcels currently used challenges for riders who simply want to access presence and very limited visibility, caused in for salt and rail tie storage. These land uses the station. The location of the station and part by the topography and its sunken location, fail to present active or attractive frontages its bowl-like setting require riders to navigate but also due to the painted green wall that to the pedestrian path into the Junction from a number of topographical obstacles. The lines the north side of Warrington Avenue from Haberman and Warrington. southern base of Mt. Washington terminates at Haberman to Delmont, obstructing all sightlines the Junction, as do the somewhat more gentle into the station. Beyond the visual barrier that Signage is almost non-existent at each of the slopes of Beltzhoover. From the Retirement the wall creates, it presents a major eyesore for Junction’s six open points of entry (the staircase Residences at South Hills High on the Mt. those forced to look at it or walk by it each day. at Paur Street has fallen into disrepair and has Washington side, the vertical drop to the been blocked off). Beyond the lack of clear Junction is 75 feet of steep wooded hillside. High-speed traffic along Warrington further and effective signage, the pedestrian routes From Warrington Avenue on the Beltzhoover separates the Junction from Beltzhoover to the into the Junction present challenging terrain side, the vertical drop to the station is 40 feet. south. Vacancy in the blocks adjacent to the and deteriorated pathways, as described in the The presence of steep slopes, as elsewhere in station area also isolates the Junction, as do following examples: Pittsburgh, requires transit riders to navigate a staircase into the Junction at four out of six entrances.

A maze of steps and fencing lead down to the Junction. Figure 10. South Hills Junction Access Points

CORRIDOR STUDY 20

PORT AUTHORITY PROPERTY ANALYSIS

Figure 11. South Hills Junction Access Challenges

SOUTH HILLS JUNCTION 21

Figure 12. Photographs Describing Pedestrian Approach to South Hills Junction from Lelia Street (A) and Jasper Street (B)

CORRIDOR STUDY Jasper Street Stairs: The steps to the Junction on Jasper Street are located at the far end of a 22 dead-end street. There is no indication from Boggs that a transit hub and access point exist nearby. Upon reaching the staircase, which lies 850 feet east of Boggs Avenue, a pedestrian approaching South Hills Junction must travel an additional 340 feet to reach the T, nearly ¼-mile from the main thoroughfare on Boggs. ANALYSIS At the top of the hidden staircase, a tiny sign notes that this narrow pathway flanked by chainlink fence and a retaining wall is the way to South Hills Junction. The stairwell deposits pedestrians at the bus stops, so T riders must cross the road and navigate the at-grade tracks to reach the T Station.

There is no indication of the station access point at the end ...until you reach the staircase at which point a tiny sign of Jasper Street... directs you down the overgrown path.

SOUTH HILLS JUNCTION 23

Figure 13. Photographs Describing Pedestrian Approach to South Hills Junction along Warrington Avenue (C)

CORRIDOR STUDY Warrington Along the Green Wall: Passengers approaching South Hills Junction from 24 Warrington Avenue are well acquainted with the ugly green wall that separates the narrow sidewalk from the Port Authority’s rail tie storage site. The walk from Haberman to Montooth where the stairwell descends into the station area is 1,000 feet. For much of this length, the sidewalk is barely four feet wide, and this width ANALYSIS is obstructed at times by utility poles and a curb cut for Port Authority vehicles. Furthermore, the curbs themselves are crumbling and deteriorated along portions of the path, offering The infamous green wall along Warrington does the station A utility pole obstructs the already narrow sidewalk on no protection from vehicles traveling quickly a disservice as its front door. Warrington leading to the Junction. along Warrington. Upon finally reaching the staircase that leads to the Junction, pedestrians have limited visual cues confirming that this is indeed the path to the station. Rather, they must pass the substation as they descend the steps and travel an additional 400 feet or so with limited directional signage across a web of “People are tired of the big, ugly, green fence – there’s an asset in tracks to reach the trolley station. transit that hasn’t been tapped yet.”

SOUTH HILLS JUNCTION 25

Figure 14. Photographs Describing Pedestrian Approach to South Hills Junction from Secane (D) and Haberman (F)

CORRIDOR STUDY Warrington and Haberman: The longest route into At one point, the sidewalk ends, and As for those traveling by car, the existing 47 parking the Junction winds its way from the intersection pedestrians must veer to the right to spaces that exist now within the bowl of the Junction 26 of Warrington and Haberman through Port follow a detour, which puts them back are currently dedicated for Port Authority use and Authority lands along a ¼-mile path to the along the long and winding sidewalk. not open to the public. There is currently no public T station. Pedestrians must navigate a A small bus stop crowds the sidewalk parking or public vehicular access at the Junction, confusing intersection where Haberman meets closer to the Junction, and as a last set which presents a challenge for commuters seeking to Warrington and the Brown Line tracks swoop of challenges, pedestrians must cross avoid Downtown parking prices by parking nearby and in toward the Junction, past equally confusing the street, proceed over faded signage taking the T the rest of the way. These commuters signage that warns “DO NOT ENTER EXCEPT across the rail tracks, and attempt to instead park along Warrington Avenue or other ANALYSIS BUSES and TROLLEYS,” saying nothing of follow the signage within the Junction neighborhood side streets, creating a conflict with those traveling on foot. The landscape appears itself. residents who find their on-street parking resources industrial and utilitarian, as pedestrians pass utilized by commuter cars. Residents also voiced a the Port Authority salt and rail tie storage and Regardless of the approach, accessing the desire for a Kiss ‘n Ride, where drivers could drop continue walking along a narrow, four or five station requires mobility, endurance, and off or pick up their passengers on either end of their foot sidewalk that lies immediately adjacent to a bit of bravery. For visitors, the sunken commutes. the bare concrete retaining walls at the base of station and lack of signage present Mt. Washington. additional challenges and barriers to transit ridership and exploration.

“[There’s an] unofficial park and ride situation at the station.” “Commuters take resident parking!” “There is nowhere to park for the station, so drivers park on narrow sidewalks.” The Port Authority parking lot sits underutilized near the station.

SOUTH HILLS JUNCTION DEMOGRAPHIC TRENDS 27 Population The area surrounding South Hills Junction has suffered dramatic and sustained population loss, dropping 60% from roughly 28,420 to 11,213 between 1940 and 20106. The population loss in both Beltzhoover and Mt. Washington kept pace with that of the City as a whole between 1940 and 1960, and while the two neighborhoods have continued to lose residents, Beltzhoover’s population loss has been more severe compared to the City overall, while Mt. Washington’s has remained consistent with the City’s trend line. According to 2010 Census data, both Beltzhoover and Mt. Washington lost almost one-third of their population (31%) since the 2000 Census. At present, Mt. Washington comprises 78% of the immediate station area’s population with 6,788 Figure 15. Population Change in SMART TRID Study Area, 1940-2010 residents, and Beltzhoover’s 1,925 residents Source: U.S. Census comprise the remaining 22%.

According to the 2010 Census, the racial make up of Mt. Washington is 88% white, 8% black, and 4% other, which includes people who identified themselves as being of two or more races. Beltzhoover, by contrast, was 83% African American, 10% Caucasian, and 7% other.

6 This overall station area population includes Allentown as well. CORRIDOR STUDY Income and Poverty Household income varies significantly between 28 the two neighborhoods, with the 2010 Median Household Income in Mt. Washington estimated at $39,480 by ESRI, comparable to the citywide average of $38,437, while Beltzhoover’s Median Household Income in 2010 was estimated at $30,611. ANALYSIS

Poverty levels, particularly in Beltzhoover, are high, with nearly a quarter of all households (23.4%) earning less than $15,000 annually in 2010 according to ESRI compared to 20% citywide. In Mt. Washington, 15% of the population earns less than $15,000 per year. 2008 poverty statistics from PGHSNAP confirm the income and poverty disparity between neighborhoods, with 26% of Beltzhoover’s population living in poverty compared to 15% in Mt. Washington and 20% citywide. Figure 16. Comparison of Median Household Income in SMART TRID Study Area in 2010 Commuting Patterns Source: ESRI According to PGHSNAP data from 2008, 36% of residents in Beltzhoover commute via public transportation, compared to 18% in Mt. Washington despite the shared transit resource at South Hills Junction. The citywide rate of residents commuting by public transportation is 20%. Sixty-four percent of residents in Mt. Washington drive alone to work versus 47% in Beltzhoover and 55% citywide. Despite challenging terrain, some residents in Mt. Washington and Beltzhoover walk or bike to work; investments in the pedestrian and bicycle environment coupled with education and advocacy can boost the number of people commuting on foot or via bicycle.

Figure 17. Comparison of Commute Mode in SMART TRID Study Area in 2008 Source: PGHSNAP

SOUTH HILLS JUNCTION PHYSICAL CONDITIONS 29 Land Use The consultant team conducted a parcel by At the center of Mt. Washington’s southern Beltzhoover was once an intact residential parcel field survey in the fall and winter of 2010 slope stands South Hills High, just north of the neighborhood comprising single-family to record the current land uses, vacancy status, Liberty Tunnel’s venting towers and the Junction detached homes, much like Mt. Washington. and building conditions for every parcel within itself. South Hills High was recently converted While low-density residential is still the most the area surrounding South Hills Junction. from a decommissioned school into a green common land use, representing almost one third As the land use map (Figure 18) illustrates, senior residence with 106 units and some (31%) of all parcels, vacancy and abandonment Warrington Avenue and the Junction itself commercial space as well. The reuse of this have greatly disrupted the neighborhood fabric. function as a striking dividing line between large parcel and iconic structure is a stabilizing The neighborhood’s concentration of vacant the Mt. Washington and Beltzhoover, with force for Mt. Washington, and presents an lots and buildings, depicted in grey and black conditions varying dramatically on either opportunity to increase local transit use at the respectively in Figure 18, together account for side of Warrington. Indeed, the change in Junction if a safe, navigable, and ADA accessible 29% of Betlzhoover’s parcel area. McKinley neighborhoods is perceptible immediately as pathway can be forged linking the Retirement Park, which forms the southern border of the one crosses Warrington Avenue. Residences with the station below. The other neighborhood, provides a wooded open space large vacant parcels in Mt. Washington (shown for the community, with portions carved out for Mt. Washington’s southern side slopes down in black), one at the top of the hill between active recreation. to South Hills Junction, hosting a fairly intact Prospect and Cowan and one at the base of the residential neighborhood, predominantly hill where Boggs and Southern meet, are both comprising single-family detached houses former Pittsburgh City School District schools, (56% of the overall parcel area). Open space also decommissioned, but still awaiting their comprises the neighborhood’s second greatest proposed residential conversion. land use, with Mt. Washington and Grandview Parks, both part of the Emerald View Park system, forming the western and northern boundaries, respectively. Limited commercial services cluster at Bailey and Boggs, but in general, Mt. Washington’s growing commercial district along and near Shiloh Street feels more closely related to Grandview Park and the neighborhood’s crest.

Recently converted Senior Residences at South Hills High Top: Vacant land in Beltzhoover Bottom: Entrance to McKinley Park

CORRIDOR STUDY 30 ANALYSIS

Figure 18. Land Use Map Source: Field Survey, 2010

SOUTH HILLS JUNCTION Warrington Avenue, at once a dividing line Lastly, the station itself, along with the Port 31 between neighborhoods and low point between Authority-owned parcels surrounding the the slopes of Mt. Washington and Beltzhoover, Junction, comprise 26 acres of land, again, also serves as a meeting place for residents in at the topographic low-point in the valley neighboring communities. East of Beltzhoover between Mt. Washington and Beltzhoover. Avenue, technically in Allentown, Warrington These parcels, while utilized for Port Authority hosts the greatest concentration of commercial and PennDOT operations, do not represent services in the area, and Mt. Washington CDC, active, pedestrian-oriented land uses that offer the Beltzhoover Neighborhood Council, and services or visual interest to those entering the Allentown CDC have partnered with the Greater station from Warrington and Haberman on foot Pittsburgh Community Food Bank to host a or via bus. weekly farm stand on the corridor in warmer months. Nearer to the Junction sits Warrington Recreation Center, the area’s main play area (both indoors and out) and community gathering place, which is a resource shared by all three neighborhoods. Residents from Mt. Washington, Beltzhoover, and Allentown all use Warrington Avenue as a main point of entry to access the Junction.

Warrington Avenue business district in Allentown Quote from online Collaborative Map about the Junction

CORRIDOR STUDY 32 ANALYSIS

Figure 19. Port Authority-Owned Land at South Hills Junction Source: City of Pittsburgh

SOUTH HILLS JUNCTION 33

Vacant land Vacant buildings Partially vacant building

Vacancy As mentioned in the Land Use section above, Vacancy is a lesser problem, by comparison, in Both neighborhoods have a handful of partially vacancy is a dominant feature in Beltzhoover, Mt. Washington, but a threat to neighborhood vacant buildings. These are most often mixed comprising 29% of the neighborhood’s total stability and transit use nonetheless, particularly use structures where either the commercial parcel area. The vacancy in Beltzhoover is in the area immediately north of the Warrington unit on the ground floor or the residential units both scattered and concentrated; some blocks Recreation Center, where vacancy appears to above are empty. Along Warrington Avenue are defined by large contiguous empty lots, be creeping north across Warrington Avenue near Saw Mill Run Boulevard, some of the while others are punctuated by vacant land into Mt. Washington. Scattered vacancy also larger industrial structures also appear only and buildings, but abandonment and decay clusters at the neighborhood’s edges along partially occupied. touch every block within the neighborhood. Beltzhoover and Southern Avenues. In all, the The community hosts 38 acres worth of vacant areas of Mt. Washington surveyed for this study land and 17 acres of parcels hosting vacant contain 11 acres of vacant land and 13 acres buildings, for a total of 55 acres of vacant of parcels hosting vacant buildings, for a total space in Beltzhoover alone. of 8% of the total parcel area. Two of the large vacant building sites are the decommissioned public school buildings slated for conversion to housing, Prospect Middle School at the crest of Mt. Washington, and the Boggs Avenue School at Boggs and Southern.

CORRIDOR STUDY Figure 20. Source: FieldSurvey, 2010 Vacancy Map SOUTH HILLS JUNCTION 34 ANALYSIS Building Condition 35 In addition to land use and vacancy, the consultant team recorded building condition for every structure in the study area during the field survey. The exterior condition of each structure received a grade ranging from A (Excellent) to F (Failing) based on the following criteria:

> A: Excellent Condition – new construction or recent renovation, well maintained, good architectural bones > B: Good Condition – well maintained, some wear evident, but only minor cosmetic improvements needed > C: Fair Condition – more serious cosmetic improvements and minor structural repairs needed > D: Distressed Condition – major improvements needed > F: Failing Condition – structurally dangerous

Both Mt. Washington and Beltzhoover are home to properties ranging from excellent to distressed condition, and Beltzhoover has several properties recorded as failing. Conditions vary both block to block and within Building condition scale single blocks.

In Mt. Washington, 50% of properties are in Hills High represent an excellent addition to the abundance of vacant land suggests that many excellent or good condition, with 44% in fair housing stock at the center of the neighborhood, of the seriously distressed and failing structures condition and 6% distressed. The largest in close proximity, though removed by a steep have been demolished previously. Along concentrations of excellent and good conditions slope, to the Junction. Delmont, near McKinley Park, there is a cluster are on the side streets to the east and west of of homes in good condition, as there is along Boggs Avenue, along Bailey Avenue at the top In Beltzhoover, 26% of properties are in excellent Sylvania and Lafferty west of Taft, but most of the hill, and tucked along Craighead Street or good condition, with just 3% receiving an A blocks have at least one distressed or failing and along the side streets immediately to the for building condition. Half of all properties structure still standing and further dragging west. The new Retirement Residences at South (51%) are in fair condition, and the remaining down the values of neighboring properties. 23% are in distressed to failing condition. With just 3% in failing condition, the neighborhood’s

CORRIDOR STUDY 36 ANALYSIS

Figure 21. Building Condition Source: Field Survey, 2010

SOUTH HILLS JUNCTION 37

Memorial near Warrington Recreation Center Figure 22. Crime Trends, 2005-2010 Source: City of Pittsburgh Crime Closely related to patterns of vacancy and near Warrington Rec Center is particularly Interestingly, though crime is perhaps the disinvestment, crime and criminal activity – problematic, situated at a main entrance to biggest concern noted by residents and both real and perceived – informs quality of the Junction that draws residents from both stakeholders when asked about deterrents to life and behavioral patterns in Mt. Washington, Mt. Washington and Beltzhoover. In the map transit ridership in the area, the station area, Beltzhoover, and neighboring Allentown, alike. of crimes against property, much of Allentown’s itself, does not appear as a focus of criminal For local residents and commuters accessing business district is plagued by criminal activity. activity. Residents do report fear about walking transit resources at South Hills Junction, crime To place these crime maps in perspective, a along the paths and staircases that lead to the is a major concern and deterrent. The crime comparison of crime rates for serious crimes station area at night, as the narrow passageways maps highlight hot spots of criminal activity (including homicide, rape, robbery, aggravated present opportunities for criminals to corner throughout 2009, categorized by crimes assault, burglary, theft, motor vehicle theft, potential victims. against persons, including assault, robbery, and arson) shows that Mt. Washington, with a and rape, and crimes again property, including rate of 4.4 incidents per 100 people in 2008, “High School students break into cars parked theft, motor vehicle theft, arson, and burglary. was below the citywide rate in Pittsburgh of 4.9 along Warrington.” incidents per 100 people, while Beltzhoover Within both categories, Warrington Avenue and Allentown were above the citywide rate registers strongly as a hotspot on the map. with 6.5 and 8.5 incidents per 100 residents, Although there are several hotspots along respectively. Warrington and within Beltzhoover on the map of crimes against persons, the one at the intersection of Warrington and Haberman

CORRIDOR STUDY 38 ANALYSIS

Figure 23. Crime Hot Spots, 2009 Source: City of Pittsburgh

SOUTH HILLS JUNCTION ENVIRONMENTAL CONDITIONS 39 Environmental Issues Adverse Geologic Conditions A review of available information and a Based on local knowledge of geological In any case, it is unlikely that adverse geologic “windshield” survey were conducted by local conditions and on site observations by Sci- conditions will preclude development at any geotechnical engineers, Sci-Tek Consultants, Tek Consultants, subsurface conditions particular site within the project study area. Inc. to assess whether sites with environmental within the study area appear to be typical for However, if built upon, sites with less favorable issues exist or have existed in the past which the Pittsburgh area. Conditions may include, geologic conditions will add measurable risk could present a potential threat to the project but are not limited to weak (with respect to and cost to the project. The risk and cost can goals. Sources reviewed included public shear strength) compressible soils; steep be reduced by conducting appropriate site- and private databases, historic and current slopes; landslide prone soil and rock; existing specific geotechnical investigations to discover topographic and aerial mapping, and Sanborn landslides; abandoned deep mines; potentially and assess the implications of adverse geologic insurance maps. active deep mines (unlikely); acid mine conditions as early as possible during the drainage; mine gas; radon gas; expansive design cycle of any proposed facility. In general, the South Hills Junction study soil and rock; and high groundwater. There is area has fewer environmental concerns than recorded mine subsidence within a few areas A handful of Captive Hazardous Waste Generator typically found within the City of Pittsburgh. With of the study area, and almost all of the study sites related to the car dealerships and auto the exception of the South Hills Junction itself, area is undermined except for the Port Authority repair shops exist in the study area, one at there was little industrial activity within the parcels at the station and the southern-most the Junction, the others at the intersections study area. The neighborhood has historically wedge of Mt. Washington between Southern of Warrington and Arlington and Warrington been a residential area with some commercial and Boggs (see Figure 24). Because the steep and Route 51. Each has a Department of areas supporting the surrounding residential slopes surrounding the station and surrounding Environmental Protection (DEP) permit and areas. As a result, the study area was subject the southern-most wedge of Mt. Washington handles its waste properly as required by to limited environmental impacts related to the are prone to landslide, nearly the entire study law. This would have no impacts on the study industrial development of the late 1800s and area presents challenging geologic conditions area. early 1900s. for potential development projects.

Port Authority rail tie storage near the Junction Steep hillside sloping down to Junction from Beltzhoover Deteriorated retaining walls along Warrington

CORRIDOR STUDY 40 ANALYSIS

Figure 24. Adverse Geologic Conditions Source: City of Pittsburgh

SOUTH HILLS JUNCTION MARKET CONDITIONS & 41 POTENTIAL Commercial Market and Potential “Unless you live there, there is really no reason to be on Warrington Avenue.” There is no robust commercial activity in the vicinity of South Hills Junction. As Allentown’s business district along Warrington Avenue lies east of Beltzhoover Avenue, the consultant team stretched the study area along Warrington east to reach Arlington, capturing the cluster of Absolutely Allentown! businesses. The other concentration of commercial services is atop Mt. Washington, where Bailey meets Boggs. In all, the South Hills Junction study area includes a total of 99 businesses and 29 vacant storefronts, which means that 23% of all commercial spaces recorded in the field survey are unoccupied. Twenty six percent of the area’s existing commercial uses are services such as insurance and medical or other offices and the remaining spaces are filled by a mix of miscellaneous retail and convenience stores, auto-related uses, a handful of restaurants, beauty salons or barbers, and two laundromats, banks, and bars.

Currently, residents must go elsewhere to meet their shopping needs. The closest grocery is the Foodland on Shiloh Street in Mt. Washington just outside of the study area. Other shopping districts, including South Side Works off of Carson Street, Downtown Pittsburgh, the Strip District, and more suburban style retail along West Liberty and Banksville Avenues in Beechview, compete for local expendable Figure 25. Commercial Competition income, as do larger shopping centers in adjacent municipalities.

CORRIDOR STUDY 42 ANALYSIS

Figure 26. Commercial Uses Source: Field Survey, 2010

SOUTH HILLS JUNCTION Trade Area 43 To measure the commercial leakage, Real Estate Strategies (RES) first determined the Retail Trade Area for the South Hills Junction station area, capturing the area within a three- mile radius of the Junction. The trade area does not cross the Monongahela River into Downtown, as both the River and the high cost of Downtown parking create very real barriers in terms of consumer shopping habits. Furthermore, Downtown retail services, if included, would suggest that the South Metro Area neighborhoods are better served by retail than they are in actuality. RES uses the trade area – its number of households and their median household and per capita incomes to estimate consumer spending patterns in the area.

Retail Leakage Analysis RES analyzed retail expenditure patterns within the trade area, including demand (retail expenditure potential) for residents Figure 27. Leakage/Surplus Factor by Industry Subsector in the trade area and supply (retail sales) by Source: Real Estate Strategies, ESRI, Infogroup establishments located in the trade area. Total expenditure potential in the trade area was $972.5 million in 2010, and retail sales Despite the commercial sectors that are and market conditions suggest that for a new (supply) totaled $949.9 million. The trade area performing well in the trade area, the development to be viable, it must be a highly was a net importer of expenditures for food and commercial market study found that the trade visible new destination development large drink including full-service restaurants, limited area leaks nearly $125 million per year of enough and significant enough to attract people service eating places, and drinking places with local dollars spent. Major leakage areas in who otherwise would not come to the area. It alcoholic beverages. The trade area includes descending order by industry subsector include must have sufficient “critical mass” to change popular gathering/eating/drinking destinations internet retail, general merchandise, building the identity of the area while also giving people in Pittsburgh such as Carson Street and Station materials and garden supplies, health and a reason to come to the South Hills Junction Square, both of which attract expenditures from personal care, clothing and accessories, hobby station area. Absent this type of initiative it will all parts of the region and beyond. Total grocery and leisure items, and home furnishings. On be extremely difficult – if not impossible – to store expenditures also exceed demand that a gross basis, this level of retail expenditures re-brand the area. is generated by trade area residents, perhaps would be sufficient to support more than because households living in Downtown are 300,000 square feet of additional retail space, shopping at food stores located in convenient South Side neighborhoods.

CORRIDOR STUDY 44 ANALYSIS

Figure 28. Retail Trade Area Source: Real Estate Strategies

SOUTH HILLS JUNCTION Housing Market and Potential 45 However, despite the evidence of demand for retail The local homeownership rate varies across and services in the area and the Junction’s transit neighborhoods. In Mt. Washington, the owner- accessibility, commercial development will face tenant balance is nearly equal, with 52% of challenges overcoming the perception that the area occupied housing units owner-occupied. In is not safe as well as the site’s lack of visibility and Beltzhoover, the homeownership rate is much access from a major highway. Given site and market greater, with 66% of occupied units owner- constraints, alternative commercial development occupied, suggesting that those who have plans indicate that it is possible to develop 85,000 chosen to remain in the neighborhood despite to 135,000 square feet of retail near the station. population loss, vacancy, and the interrelated issues of crime and concentrated poverty Tapping the excess demand for the types of retail are those invested in the neighborhood as sales that are now being made outside of the trade homeowners. area would best be accomplished by attracting one or more “big box” retailers offering a range of As with other areas of Pittsburgh and Allegheny retail goods at competitive prices. Due to the site’s County, the residential market area, defined physical configuration, the maximum square footage by RES on the basis of postal zip codes7 from that could be offered to a “big box” user is 85,000 which prospective owners and renters seeking square feet. Other potential retailers to occupy a dwelling in the station area might move, is the additional space might include some of the losing households, and this trend is projected following: to continue. From 2010 to 2015 ESRI data projects a loss of 1,101 households, from an Grocery 45,000 SF estimated 42,272 households during 2010 to Pharmacy 13,000 SF a projection of 41,171 households in 2015. The Medical 4,000 SF main driver of demand for housing is household Optometrist 1,000 SF growth. In the delineated market area there is Phone store 1,000 SF no overall growth to drive demand. Athletic wear/shoes 2,000 SF Auto-related store 2,000 SF There are some changes in the number of Shoe Store 5,000 SF households in different income bands and Sandwich Shop 2,000 SF age cohorts, and some of these may create Beauty/barber shops 1,000 SF demand for housing units near South Hills Donut Shop 1,000 SF Junction. While there are large losses of 77,000 SF households with incomes below $35,000 in all age cohorts, there also are increases in the Real Estate Strategies’ full commercial market number of households with incomes ranging analysis is included as an Appendix to the plan. from $50,000 to $74,999 in virtually all age Development scenarios for the determined market cohorts. Some of this change may be the potential at South Hills Junction are explored in the recommendations section. 7 The zip codes included in RES’s defined Varied housing stock in Mt. Washington residential market area include 15210, 15211, 15216, 15220, and 15226. CORRIDOR STUDY result of inflation and so-called “bracket creep” Closer to South Hills Junction, the adaptive reuse At present, there is little–or no–real estate 46 rather than an actual increase in affluence. of the former South Hills High School, which market potential in at the Junction itself or south However, younger households are more likely has been converted into a senior independent of the Junction in Beltzhoover. In the long-term, to be energy conscious, to use transit, and to living complex with commercial/office space, after proposed public realm improvements and support transit-oriented development. These is a very visible redevelopment that anchors potential catalytic commercial development households could be good candidates for and generally stabilizes the southern slope has stabilized the area and transformed market rental and for-sale housing units developed of Mt. Washington. The exception is an area

dynamics, the development of new for-sale ANALYSIS near South Hills Junction. bounded by Kingsboro, Estella, Eureka, and housing building upon the fairly intact pocket Haberman Streets in Mt. Washington’s Estella of homeownership adjacent to McKinley Park Mt. Washington, to the north, enjoys the Micro-Neighborhood located immediately may be possible. strongest housing market in the station area behind the Warrington Recreation Center. and represents a stabilizing influence, drawing Investors have been purchasing homes in Apart from new construction, the housing newcomers particularly to the portions of this area, and many properties are in need stock citywide is old, with the 2009 American the neighborhood atop the hill with stunning of improvement. Criminal activity has spilled Community Survey reporting that the median views of Downtown as well as proximity to over into this sub-neighborhood, and there are year housing units in the City were built was neighborhood-serving retail and the Incline to vacant lots and vacant housing units. Despite 1941, which means that half of the City’s units Station Square. Homes on Grandview Avenue some deterioration, additional revitalization are now at least 70 years old. Age coupled and other locations with the similar views activity in this micro-neighborhood should have with building condition data confirm that many are sold at very high prices. Other homes reasonable market support for: housing units in the study area are physically located in areas without views are much more and/or functionally obsolete, requiring moderate in price. This dichotomy is apparent > Mixed-income rental housing that can rehabilitation to bring them up to modern in data compiled by Trulia.com. The average capitalize on a Mt. Washington location standards. list price for homes offered for-sale in the and front on Haberman and/or Kingsboro neighborhood at the end of April 2011 was Streets Again, Real Estate Strategies’ full residential $293,580. The median sale price during the market analysis is included as an Appendix first three months of 2011, which was based > Infill rental or sales housing development to the plan. Development scenarios for the on 11 sales, was $86,000. The median home in the area bounded by Kingsboro, Estella, determined market potential at South Hills price is down 27.1 percent in comparison with Eureka, and Haberman Streets Junction are explored in the recommendations 2010, but the decline may be attributable to section. the mix of units that were sold during each time frame. Five years ago the median sale price was only $60,000. Trulia reports that there still are homes in the neighborhood in the pre- foreclosure and foreclosure process.

Vacancy in the Estella Micro-Neighborhood

SOUTH HILLS JUNCTION PUBLIC INPUT 47 General Themes from the Collaborative Map Residents and stakeholders were asked to provide their input throughout the process in a number of ways that included collaborative mapping to link their insights and ideas to specific places in the neighborhood and envisioning their neighborhood as they would like to see it in the future. From these exercises, and also interviews and focus group discussions, a number of themes emerged for what the community hopes to see at the Junction and in the adjacent communities:

A Cleaner, Safer Public Realm Connections with the Community and Community Assets Automobile Amenities at the Junction “Clean up the trash and vacant buildings!” “The elimination of the green fence, better lighting and “Provide a parking garage that can attractive lighting can significantly soften the line between generate jobs for people in the “Let’s face it – this street (Warrington the Junction and the neighborhood and would create a community!!” Avenue) needs a makeover! Nice light more inviting atmosphere for the Junction.” poles, hanging baskets, street trees, “It would be nice if cars were allowed to planters, or street banners could freshen “There needs to be a better / safer way for pedestrians use this parking space to pick up and up the appearance of the neighborhood to get to and from South Hills Junction. Signage to the drop off passengers!” and make it a more desirable destination ramp and steps, a place for people and cars to wait to live, work, play, shop, and commute.” for passengers, an easy way to drop passengers at the “Can this land be acquired and converted Junction.” into a Park ‘n Ride lot?” “These steps are very scary at night – no lights, hazardous treads – and once you “This industrial site could be redeveloped into a mixed use Businesses to Serve the Community and get down them, there’s not signage to help project that would connect the Junction to the community Transit Riders Alike you get to the T platform safely.” and be convenient for those using transit!” “The streets are filled with commuter cars. Capitalize on this with nearby “There should be a better connection between South Hills businesses and services to improve the High and the Station… How about a public elevator?” surrounding area.”

“An ADA switchback-style ramp could be constructed in “Storefront and street improvements a plot of city land between Haberman and Secane Street to attract more community serving that will allow people to approach the facility on foot or in businesses (coffee shop, small grocer, a wheelchair.” diner, art gallery). Possibly some live/ work studios for emerging artists.” “Emerald View Park is part of this area. How can we incorporate this area of Mt. Washington more into the Emerald View? Trailheads and signage needed.”

“Haberman Avenue provides a good access route to Grandview Park, part of Emerald View Park. The connection is elaborated in the Park’s new 19 mile trail plan.”

CORRIDOR STUDY 48 ANALYSIS

Ideas and Insights about parking near South Hills Junction from the Collaborative Map

SOUTH HILLS JUNCTION 49

Ideas for new development near South Hills Junction from the Collaborative Map

CORRIDOR STUDY Postcards from the Future Vision Statements Residents from Beltzhoover, Mt. Washington, and Allentown were asked to describe their hopes for South Hills Junction and the surrounding area by 50 imagining what the area will be like 15 years from now once improvements have been made and new development has taken root. Stakeholders wrote their visions on postcards from the future dated 2025, and their visions formed the basis of the recommendations phase for this planning process. ANALYSIS

Postcards from the year 2025

…much easier to get to, whether you’re walking …easy to get to the transit lines. Lots of businesses …a multi-use development that has open or driving. I don’t suppose it’s any closer, but that are fun for residents to shop and dine at. space, affordable housing, [and a] well- because of the new road and landscaping, it Really affordable with great housing quality! I can planned Park-n-Ride. It is an inter-modal feels a lot closer. There’s also a snack bar – like use transit instead of driving so much. station that has good physical connections there was before 1960 – and a convenience to the business district on Warrington. store there, not to mention the townhouses …a destination for transportation, shopping, and apartments along the new road. restaurants, and more. We should meet there soon …my favorite place to take my kids! The safe and hang out! park and community feel are awesome. … a gateway for commuters from Route 51, Starting our lives as newlyweds in Mt. [with] the Brown Line supported by a Park-N- …beautiful! When you enter SHJ, there are all kinds Washington in 2009 was the best decision Ride at South Hills Junction, [and] an actual of shops and convenience stores, such as coffee we could have made! And my mother-in-law gateway for vehicles, pedestrians, and cyclists shops, delis, places to buy toiletries…really a one- isn’t afraid to drive on Warrington now… off Route 51. stop-shop on your way home from work.

SOUTH HILLS JUNCTION GUIDING PRINCIPLES 51 …newly remodeled. There are businesses along The analysis and public outreach identified Warrington Avenue. There are seating areas with gardens many similar themes and issues facing the everywhere. There’s a parking garage and it’s so much TOD potential in South Hills Junction. Prior easier to access the station. They have an upper platform to developing the recommendations for each that has all kinds of stores and a play area for kids. station area, a series of key objectives were identified to guide the work. These include: …[got a] continuation of shops from Arlington Avenue to saw Mill Run Boulevard. A Park-n-Ride lot is developed in Foster a Safer Environment Beltzhoover for commuters. Crime and perceptions of crime in the area tarnish the public image of South Hills Junction, …completely unique. There is nothing else that looks prevent some people from using transit, and like it in the United States. The City of Pittsburgh, Port deters potential visitors or developers from Authority, and others worked with this amazing world- spending time or investing money in the area. famous architect to create something beautiful and Key to any transit-centered improvement and grand. I’m so glad the residents worked and committed development strategy must be a targeted themselves to the best design available and didn’t just initiative to improve public safety for those who accept another ugly glass and concrete building. It’s live, work, play, and shop in the area, as well as green too! for those passing through.

…better lit, cleaner, secure, looks like someone cares. Expand the Presence of the Junction Sitting at the bottom of the “bowl” the They’ve finally relocated the school bus stop into the Junction, and in particular the station itself, Junction, making it safe for pedestrians. is almost entirely invisible from surrounding streets. To promote the station and the You can sit and wait for the T. It has been opened up, so extensive service it offers, attention will need there is better access for drop off. They even have a park- to be paid to wayfinding, art, and lighting far n-ride, like it used to be, down inside the Junction. Most beyond the traditional confines of the Junction. of the repair shops for autos have been forced to dispose Improvement and branding strategies are of the junk cars, making it better looking and cleaner. needed for primary intersections in surrounding neighborhoods that help to better integrate the There are all kinds of businesses, a grocery store and Junction into the fabric of these communities. other retail shops. The lighting is so great, you can walk up Warrington Avenue and feel safe, because it is so well lit. There is a nice park area.

So much more well lit and landscaped. There is a bakery, coffee shop, and drugstore. Finally the [dry] cleaner has opened. I am so glad that I am able to walk to the cleaners again.

CORRIDOR STUDY (Re) Connect and Improve Access Think Incrementally Streets surrounding the Junction are in poor Building new services at the Junction will 52 condition and many of the stair access ways take a lot of careful investment and time. In are in need of significant improvement. Street the meantime, there are opportunities to improvements need to be identified that connect improve access and address many quality of Mt. Washington, Beltzhoover, and Allentown to life concerns raised by residents through small, the Junction but also to each other as a part of a incremental steps. These recommendations

coordinated initiative to improve local infrastructure are as important to re-positioning the Junction ANALYSIS and access. as those focused on a build out of available space. Change the Culture of Driving The ultimate goal of TOD is to reduce traffic Reinforce Community Initiatives congestion and get people out of their cars. While Investments around both station areas are we will never convince some people to abandon guided by former plans and community-led their cars for another form of transportation, a initiatives. Mt. Washington CDC’s Housing growing percentage would choose another form of Plan identified a wide range of strategies, transportation if it was safe, easy, and accessible developments, and programs that seek to to do so. The Junction should be designed as a improve key streets leading to the Junction. hub for transportation alternatives, such as public The recommendations and strategies in this transit, biking, or walking, to make the switch plan must augment this prior work, reinforcing from driving as easy as possible. The long-term the priorities and goals set by local residents potential is fewer cars on the road and a better and stakeholders. environment. Be a Model Create a New Center for the Surrounding The State of Pennsylvania TRID legislation is a new and exciting concept that has the potential Communities to bring financial resources, as well as political South Hills Junction occupies the space in ones, to make TODs in Pittsburgh a tangible between communities. It is effectively in neither reality. This Study extends the work completed Mt. Washington or Beltzhoover nor has it ever outside the City in Dormont and Mt. Lebanon played a prominent economic or social role in to create an integrated transit corridor that either community. The extensive public transit adds value to neighborhoods facing a range of service and number of riders that pass through challenges. For this reason, this Study’s process the Junction, combined with a potentially large and findings should serve as a model to other and publicly-owned site presents the opportunity neighborhoods that seek similar consideration to create a market by building a large amount of as a designated TRID district and strive for both new retail services connected to the station and short-term fixes and long-term initiatives that nearby communities. This study evaluates these will transform the stations into active centers possibilities and examines potential additional of their respective communities. strategies to improve Beltzhoover and Mt. Washington adjacent to the Junction.

SOUTH HILLS JUNCTION 53

View of the Junction looking west IV RECOMMENDATIONS The TRID plan presents an opportunity to test the potential of transit-oriented development and capital improvements to the public realm as drivers not only of economic development and increased transit ridership, but also of neighborhood revitalization and improved quality of life. With these goals in mind, the recommendations propose strategies for reinventing South Hills Junction as a safe and beautiful destination and hub of activity that provides a range of services beyond transit to local residents as well as commuters, consumers, and passersby. The recommendations are organized into three categories:

> SHORT TERM improvements involving surface treatments like public safety investments, wayfinding signage, public art, and greening that can be accomplished relatively quickly to change public perception about the Junction as well as draw attention and strengthen connections to the major transit resource that is currently nestled between communities > PUBLIC REALM AND INFRASTRUCTURE improvements that balance the needs of pedestrians, transit riders, and cars > DEVELOPMENT SCENARIOS to test the long-term residential and commercial development potential adjacent to South Hills Junction CORRIDOR STUDY arntn vne ih eomnain that recommendations with of Avenue assessment Warrington safety public a conducted CDC, Washington CDC, in coordination with the Allentown Mount Additionally Training. Neighborhoods Safe Pittsburgh a attended representatives Its groups. block organize to working monthly and Area Hilltop meeting the in been has Team Public Action The Safety on. build to seeks recommendation this that underway already are initiatives Several theft. and for break-ins targets become traffic low with alone, and cars parked on small residential streets traveling when or night at scary become Junction often isolated pedestrian routes into the bowl of the lengthy, The property. and people against crimes amenities to vulnerable commuter drivers and pedestrians both render or pedestrian of lack and location Junction’s the transit, local from distinct adjacent from transit hub. Though crime in the area is a problem those both the at lines transferring those – and neighborhoods riders transit to deterrent a and Junction Hills South near live who residents among concern major a is safety Public 1.1 Create a Block Watch and Junction Patrol residents, commuters, andthosepassingthrough. find, and more visually interesting and attractive for tosafer, easier Junction Hills South make to years two to one next the in taken immediate be should that steps are recommendations following The TERM IMPROVEMENTS 1 SHORT Junction Patrol and a Walk Home Escort Escort Home Walk a Program. and and Watch Patrol Block a Junction includes that – blocks residential adjacent the throughout as well as Junction the at – strategy policing community should comprehensive a organize to Allentown Police Authority and Port and Police Pittsburgh the with collaborate Washington, Mt. leaders and residents from nearby Beltzhoover, community Junction, Hills South on Focusing Prevention practices. best Crime Design Environmental through incorporate >

activity inthe area. collectivetoa resistance built criminal and drop in crime since they have taken noticeable a stand a report members community and force, police the and community the between communication two-way inviting Commander, Zone and Office District the with collaboration close in developed has For example, in Beechview the Block Watch itself. Junction the South as well as Junction Hills to pathways and local corners, patrol streets, to police Authority Port and City with and working to committed volunteers watch) resident comprise should town Patrol Junction called (often Watch Patrol Junction and Watch Block – The Block The – > Police and the Pittsburgh Police. AuthoritycommunicationPort betweenthe strengthening and riders and residents of whilealso keeping aneye outfor thesafety regularareamorepolicethepresence a in mini-stationestablishwould A assistance. station at the Junction for added advocacymini- securitypolice a establish to Policeand Pittsburgh an as andAuthority Port the act withworking group, also could Patrol necessary,If BlockWatchtheJunctionand

Escort once amonth or so. Escort HomeWalk a volunteeringas byact to this of volunteer service use – and return the favor make to encouraged be feel comfortable not walking home do alone should who Residents number. and accessible via darka publicized after dispatch Patrol Junction Block and Watch the through call on be should escorts volunteer of Pairs alone. foot on traveling unsafe feel who those for provide safe walks to adaptedhome be from can the idea thisstation Hills Junction, South Near functions. other or classes, homemeetings, evening from safely walk residents Escort neighborhood – Program help targetedtypicallyto programsare Escort Home Walk Sample Block Watch andJunctionPatrol T-Shirts SOUTH HILLS JUNCTION 54 RECOMMENDATIONS 1.2 Install emergency call boxes 1.3 Invest in legible signage to help brand the station and improve wayfinding at existing 55 Many of the stations on the East and West entrances Busways are analogous to the South Hills Because of its sunken location and resulting low profile, South Hills Junction is hidden from view. Junction station, situated in isolated locations The topography throughout the surrounding neighborhoods further limits visibility into the station below the street level. All of these stations area, as many residential streets, particularly in Mt. Washington, taper off along steep slopes and several of the Port Authority Park ‘n Ride into dead ends. To an outsider, the station entrances appear as closely guarded local secrets, lots serving the Busways have emergency call unannounced and easily overlooked. boxes among their amenities. Calls are fielded by the Port Authority Police. To expand the Junction’s presence in surrounding communities and help new transit riders and visitors access the station, the City should engage a graphic designer and invest in legible, South Hills Junction, with attention-grabbing signage that not only improves wayfinding at existing entrances, but also helps its limited visibility from the brand the station. In Mt. Washington, key locations for such signage include Boggs Avenue at Lelia street and long, winding and Jasper Streets to assure pedestrians that there is, in fact, a major transit resource in close pedestrian routes into the proximity and accessible via a staircase at the end of the street as well as at the foot of Harwood below-grade station would Street near South Hills High. The signage should be repeated to signal the actual entrance to the benefit from such call boxes staircases as well, as the current signage is miniscule and ineffective. so that passengers or people waiting for the T or bus can In Beltzhoover, station wayfinding signage should be deployed at the intersection of Haberman and call for help or to report a Warrington, where confusing signs forbidding automobile access can be misinterpreted to suggest problem should one arise. that pedestrians are also forbidden from using this key ADA-accessible entrance into the Junction. The stairway off of Warrington at Montooth and the ramp near the mouth of Boggston Avenue As seen on many college should be highlighted with similar signage so that transit riders can feel confident in their approach campuses, emergency call to the station and passersby can recognize routes into the station as such. boxes can also be strategically attached to light poles. The addition of a call box to the various staircases and pedestrian routes into the Junction would help foster a feeling of safety and deter crime near the station. As they have done at several Park ‘n Ride lots, the Port Authority should install such hotline phone boxes at the Junction and along pedestrian routes leading to it.

Solar-powered emergency call boxes could be coupled with Figure 29. Sketch of Station Wayfinding along Boggs Avenue new lighting, Recommendation 2.1

CORRIDOR STUDY Figure 30. Summary Diagram of Proposed Short-Term ofProposed Diagram Improvements Summary SOUTH HILLS JUNCTION 56 RECOMMENDATIONS 1.4 Consider other surfaces for murals or public 57 art to help people navigate their way to the station Despite the interest in transit-oriented development and community revitalization in the South Metro Area and the dialog that has been continued throughout this planning process, there is still a lack of awareness and a healthy skepticism about the station area’s potential. Although the catalytic commercial and residential developments described later in this plan will dramatically transform the area and its identity, some simpler initiatives can Existing retaining wall leading into the Junction and should move forward quickly to demonstrate momentum and a handful of immediate tangible results to emerge from the TRID Study.

Beyond the wayfinding signage, the City, Port Authority, and community groups should partner with local and non-local artists to reinvent dull surfaces with public art that helps people navigate to the Junction while brightening and beautifying the local pedestrian environment. Surfaces worthy of consideration and an artful makeover include:

> The ubiquitous retaining walls reinforcing the steep slopes framing the Junction – The curving concrete wall that lines the path to the station from Haberman and Warrington represents the largest opportunity to add a simple splash of color to activate the walk down to the Junction. The steel slatted retaining wall on the south side of Warrington near Boggston presents an alternative opportunity, perhaps for a green wall with plantings embedded in the setback portions of the structure. The murals at the East Busway in East Liberty offer a precedent for dressing up the blank walls. Figure 31. Rendering of Mural and Station Wayfinding Proposed for Retaining Wall

CORRIDOR STUDY > > >

line through West Philadelphia. elevatedtransit the riding people to visible Philadelphia to much likeriders, Steve Powers’ Love Letter of commutes transit for notelove a – by daily passing people the brighten would and Line, Red the from visible particularly is here mural A lands treatment. suited colorful a well for Authority also is Junction Port the of south the Warrington and over passes Avenue it as structure Blue elevated Line the of structure concrete The station area. the for beacon a like night at glow would and detail architectural their lighting showcase to tube LED with outlined or below fromup-lit towersbe The could treatment. paint a to preferable be would treatment lighting a right, own their in handsome are the to attention station area below. call Because the structures to embellished be could and Junction, the above just towersstand venting Tunnel Liberty – iconic Tunnels The Liberty the for towers venting The at theJunction. surroundings the to drawingway fun a in also attention while night at electricity of illusion visual wouldgivetreatmenta paint glow-in-the-dark A installation. art public a for surfaces of series unusual an presents also Warrington and Montooth at Junction substation that abuts the stairs down to the the of landscape industrial The – Junction The substation adjacent to the staircase into the Te le ies lvtd concrete elevated Line’s Blue The – ut-at ua project mural multi-part Figure 32. Existing BlueLineinfrastructure Sketches of Liberty TunnelSketches ofLiberty Towers asStationBeacons Source: falafelforthesoul.blogspot.com Subway Lineby Steve Powers withMuralArts Philadelphia’s Elevated Market-Frankford One of50“Love Letters” visiblefrom Figure 33. Substation near theJunction Rendering ofBlueLinePaint Treatment SOUTH HILLS JUNCTION 58 RECOMMENDATIONS 1.5 Develop a simple, distinctive planting 1.6 Replace the existing green wall along 59 strategy for green spaces within and Warrington with a new “green” wall and approaching the station area planted bed along the sidewalk Beyond paint and lighting, plants can offer a The existing green wall along Warrington Avenue simple, cost-effective means of adding color, is infamous. It is ugly and in poor condition, texture, movement, and visual interest to the with multiple panels that have been replaced by grounds at South Hills Junction. The City and plywood, only some of which have been painted Port Authority should work with a landscape green to blend in. At about eight feet tall, the architect and/or local greening organization to wall, which fences off the Port Authority’s rail tie devise a low-maintenance planting strategy to parcel, blocks all sight-lines into the Junction, enliven the grassy berm at the north side of the says nothing about the station or what lies rail tie site (pictured in Figure 31) as well as behind it, presents a hideous front door to the the gently-sloping entrance ramp at Warrington station, and contributes to a claustrophobic and Boggston that is currently flanked by grassy pedestrian experience by closely hugging the ground cover. As winter warms into spring and already narrow sidewalk. blossoms appear, even a thin strip planted Existing green wall along Warrington Avenue with a single-species or a scattering of native Replacing the existing green wall with a new wildflowers can suggest a new day for South “green” wall that is artfully designed and Hills Junction. planted with vertical panels or vines would transform the pedestrian approach to South Hills Junction along Warrington Avenue. The City and community groups should work with the Port Authority to relocate the wall slightly, so that it is set back approximately six feet. This small adjustment would not interfere with Port Authority operations or any permanent structures and would make room for a planted bed along the sidewalk. The planted bed would help the “green” wall register as greener, add some color and texture to the walkway, and make the narrow pedestrian space feel wider. In short, this strategy would provide the Junction, and Warrington Avenue, with a green and welcoming front door.

CORRIDOR STUDY Figure 34. Rendering ofNew GreenWall andPlantedBed AlongWarrington Avenue SOUTH HILLS JUNCTION 60 RECOMMENDATIONS 61

2 PUBLIC REALM AND 2.1 Introduce lighting in the neighborhood, along steps, throughout the station area, INFRASTRUCTURE IMPROVEMENTS and along Warrington Avenue The public realm improvements are focused on the Lack of lighting is a major concern for residents who access transit at the Junction, station area, the adjacent parcels used for Port Authority particularly for those traveling past dark; people noted that there is a lack of lighting in Mt. operations, and the main paths and routes that people Washington and Beltzhoover approaching the station, along the steps and pathways to use to access South Hills Junction. They focus on the station, throughout the station area itself, and along the length of Warrington Avenue improving the basics such as lighting, landscaping, and as well. land management near the station, fostering stronger and more diverse pedestrian connections to the Where there is adequate sun, solar-powered Light Emitting Diode (LED) lighting should be Junction, and incorporating transit amenities to make considered as a less expensive and more flexible option for adding additional pedestrian- taking the T an easier and more appealing option than scale lighting throughout the Junction, along Warrington Avenue, and within surrounding driving Downtown or out to the nearby suburbs. residential blocks. Traditional, high-pressure sodium lighting is often less bright and more costly to maintain. LED lighting in contrast is brighter, can be engineered to highlight STATION AREA BASICS sidewalks and pathways thus reducing light pollution in the sky, and greatly reduces Pedestrian-scale lighting, landscaping, and vacant land maintenance costs. Upgrading fixtures to LED will require an upfront investment, but those management are three basic treatments that will help costs can be recouped from energy savings alone within five years. Furthermore, the the station area appear better cared for and feel like a placement of the lights when compared with traditional lighting is more flexible, as solar- safer place to be. powered lights do not need to hook up to the existing power infrastructure.

CORRIDOR STUDY Figure 35. Summary Diagram of Proposed Public Realm and Infrastructure Improvements PublicRealm and Infrastructure ofProposed Diagram Summary SOUTH HILLS JUNCTION 62 RECOMMENDATIONS 63 For a complementary decorative approach, LED tube lighting presents a cost-effective and easy way to add some light and visual interest to unique architectural features, such as the roofline of the Junction shelters and the staircase railings. Beyond the added luminosity, the glowing lights would also function to lead the way into the station.

Existing staircase leading to the Junction

Figure 36. Day and Nighttime Renderings of Station Staircase Improved with Wayfinding and LED Lighting

CORRIDOR STUDY e osdrd roiis o dmlto or demolition for rehabilitation too. priorities considered be should Kingsboro and Haberman along those including entrances, station the of any near or Distressed or failing structures along heavy Warrington experienced have Junction disinvestment. the to proximity close in blocks Climax many where Avenue, Curtin and and Street Industry Montooth between along Streets land vacant of clusters as well as Avenue, Warrington along slopes steep and lots vacant include strategyshould stabilization land vacant targeted A feel safer. adjacent passersby of help also will but blocks image residential the the and improve image only station’s not will lots vacant key of Stewardship for. cared is vacant, while land, the that public growing the to communicate to season the throughout tended and mowed with a simple grass ground cover, and kept well lots should be cleaned of trash and weeds, planted Vacant plan. improvement area station life a of of part as quality addressed be must a that untended problem as and Beltzhoover in lots residents hillsides vacant many the Junction, the referenced to lead that pathways and streets dark the to addition In land targeted instabilization green areas and in Clean Beltzhoover 2.2 Some small greening efforts areunderway inBeltzhoover.Some smallgreeningefforts These shouldbeencouragedandstrategically located SOUTH HILLS JUNCTION for maximumvisibility. 64 RECOMMENDATIONS FOSTER A SAFER PEDESTRIAN 2.3 Add crosswalks and slow traffic on Warrington 65 ENVIRONMENT Avenue Even if lighting, landscaping, and vacant land The traffic volumes on Warrington Avenue are not Traffic calming could be accomplished a management are deployed as tools to make tremendously high, but a walk along the street can number of ways, including adding speed the Junction look and feel safer, the station nonetheless feel somewhat treacherous. Vehicles bumps or speed tables near station area will not truly be a safe place for people to travel at high speeds, and because the curbs are entrances, reducing the lane width in certain navigate until several additional improvements highly eroded and the sidewalks are so narrow, locations, providing dividers in the street to are made to the pedestrian environment to there is little to no protection from vehicles for force traffic not to drive in a straight line, or foster safer connections with the Junction for pedestrians walking along Warrington. Calming striping channelization along the corridor. those on foot. traffic and integrating zebra crosswalks at station entrances on Warrington and near Warrington Recreation Center will improve pedestrian safety, which will encourage more people to walk in the area.

Existing entrance to the Junction on Warrington -- almost invisible!

Figure 37. Rendering of Crosswalk, Wayfinding Signage, and New Green Wall to Improve Station Entrance and Safety

CORRIDOR STUDY from Route 51. Washington,foot on Junction Hills South mayand/or Mt. Allentown, Beltzhoover, who people accessing serve be and Warrington of Run Mill Saw length improvefull to the possible Boulevard if to south extended be should the and station area. However, Allentown!) sidewalk improvements (Absolutely in serve Allentown district business to pedestrian-oriented between Avenues the blocks Boggston the and to Arlington given priority with to allocated Avenue, Warrington on sidewalks be the improve should poor Funding in generally condition. are and places in narrow quite are AvenueWarrington on sidewalks The Saw Mill to Run Allentown Boulevard Improve sidewalks2.4 Warrington from in Existing stair conditionat Warrington Avenue their everyday environment. local residents a new source of joy and pride in giving and area station the explore to people additional an create destination and branding would element, encouraging Junction the to leading steps Artful exercise. of benefit added the with experience compelling and enjoyable an into stairs climbing of chore the transform or perhaps– imagery textart from a poem – to with creativity, dressing up the risers with public staircases at the Junction should also be rebuilt improvements,design the practical to addition new with In crumbling. are that rebuilt, those replace to treads be should Junction the additional to leading Beyond staircases the 2.1, Recommendation repair. in discussed lighting decorative good and functional in and obstructions other and litter, snow, branches, must effort be made to every keep the Junction, stairs clear of the leaves, at ridership transit support To disrepair. to due closed been has staircase at Paur Street where Ruth Street ends fifth a and staircases, involve entrances open currently six the fourof Junction, Hills AtSouth an even overall re-design. and improvements structural from snow, and the salting the ice in the winter) but also shoveling fall, the in leaves the (clearing examination closer would benefit not only from upon better maintenance and ago, decades built were staircases However,many subject. and the pride on written been of have books conversation; source a are staircases these Citywide, Hills topography. local South dramatic the with the in particularly feature Pittsburgh, common in a are steps Neighborhood Junction the 2.5 Rebuildto steps theentrance Top: engraved LosAngelesGreenLinestairs withpoetry in risers; Middle:Targetrisers; atNew onrisers York’s advertising Stairs can be used for art, advertisements, oractivity. advertisements, canbeusedforStairs art, Penn Station; Bottom: pianostairs inStockholm SOUTH HILLS JUNCTION 66 RECOMMENDATIONS 2.6 Design new elevators at key entrances to 2.7 Create ramps from Mt. Washington to 2.8 Extend the median along Haberman to 67 the Junction the Junction Warrington Avenue While steps are commonplace in Pittsburgh As an alternative to elevators and to In addition to stair repair or replacement and the and climbing hills fails to make local residents complement to the stairs, the City should possible introduction of elevators at the Junction, blink, the sunken location of the Junction poses explore the possibility of creating new ramps pedestrian and streetscape improvements access challenges, particularly for elderly or to facilitate the descent from Secane Street should be made to Haberman, as it is a main handicapped residents and those with limited in Mt. Washington to the Junction. Because thoroughfare leading to the Junction. It is one of mobility. With the recent construction of 106 of the steep topography, the ramps would the few streets that crosses Warrington Avenue senior residences at South Hills High, the need have to switch back and forth at a gentle between Mt. Washington and Beltzhoover, for public elevators built in conjunction with the enough grade to be navigable in an electric and it links Grandview Park at the top of Mt. parking garage proposed in Recommendation wheelchair. Washington with McKinley Park at the southern 3.2 has become more pressing. Because of edge of Beltzhoover; Warrington Recreation the location of the T stop in relation to South There are two possibilities for a ramp location. Center stands in the middle as a resource for Hills High, an elevator to bring people from One could wind down from the intersection of both neighborhoods. In Mt. Washington, much Mt. Washington to the station area would still Secane Street and Laclede on Port Authority- of Haberman is lined with an overgrown median require some lateral movements, both south owned land to meet the current salt shed site. that divides Haberman and Laclede Street, so in and west, on foot or in a wheelchair, so the This ramp would help people navigate a grade some ways, Haberman already feels like a green sidewalks and ramping leading to and from the change of 15 feet over a distance of 70 feet. connector street. elevator would need to be ADA-accessible as However, if the Haberman median proposed well. in Recommendation 2.8 is implemented, the Haberman’s median should be extended from extension of Laclede Street would serve the Secane Street where it currently ends south In Beltzhoover, it would be feasible to create a same purpose, connecting South Hills High to Warrington Avenue, giving Haberman a small pedestrian bridge from Warrington past with the Junction via a wheelchair accessible grander presence as an entrance point to Mt. the substation that terminates at an elevator path. Washington and gateway to the Emerald View bank to bring people down to the station Park systems atop Mt. Washington. Extending platforms, offering a more direct route into the The alternative ramp location would descend the median would require the relocation of station. from the foot of Ruth Street, switching back the Port Authority’s salt shed to allow Laclede and forth four times to navigate a grade street to be drawn down on the west side of the While this recommendation presents a costly change of 65 feet over a distance of 145 feet. median as the southbound route to Warrington. solution to helping residents descend into the Though this ramp is longer and the elevation Intersection improvements would be necessary Junction, it also presents an opportunity to change steeper, its end point is much closer to coordinate traffic into the Junction, but design new markers or beacons for the Junction. to the Junction than the first ramp alternative widening the intersection of at Warrington and If elevators are introduced to the station area, presented and is thus preferred by the Port introducing a green median and pedestrian the City and Port Authority should work with an Authority. refuge, would simplify the geometries of the architect to develop unique elevator towers and existing intersection in which Haberman jogs shafts that add interest to the station rather The ramping option, while less costly than westward south of Warrington. Streetscape than settling for a purely functional piece of the elevators proposed in Recommendation improvements, such as taming the median’s new infrastructure. Revenue generated by the 2.6, would nonetheless require resources not vegetation, would also be necessary to improve TRID or proposed parking garage should be only for construction but also to ensure that the visual quality of the pedestrian passage. used to diffuse or cover elevator maintenance the ramps be kept clear of snow, ice, leaves, costs. branches, and other debris. CORRIDOR STUDY throughout Beltzhoover. Haberman for image renewed a complete also to but and maintenance, easier and safety sidewalks, for rebuilt be curbs, should Haberman along staircases deteriorated The circles. by staircases and clustered vacancy with green calls out special greening opportunities created the neighborhood and to the station. Figure 35 intense more landscaping treatment to encourage walking in a staircases for the opportunities Similarly, represent trees. strips street grassy and beyond plantings intensive colorful more and signature inviting for initiatives, points greening focus become lots should those Haberman, along concentrated is offer not vacancy where places In passageway for cars. does Haberman where and staircases sidewalks the following street, along the travel of edges should corridor to the trees landscaping green street and a strips along grassy of median Beltzhoover, strategy no in is there Haberman As transit and resources. spaces, park neighborhoods, reflected of be well, as connector a as roleHaberman’s strengthening Beltzhoover should in Warrington Washington of Warrington south of Mt. north in median Haberman’s along investments landscaping and Greening Beltzhoover Haberman through for program greening a Implement2.9 Grandview Park above. to Junction the from reaching finger park-like linear navigable a becomes median the that extensionsuch median the with conjunction in explored be should median the for staircase a A new grading and planting strategy and possibly Beltzhoover andExtendedMedianinMt.Washington Figure 38. Rendering ofGreeningalongHabermanin Existing pathalongHabermanfrom Beltzhoover toward Junction SOUTH HILLS JUNCTION 68 RECOMMENDATIONS 2.10 Integrate trailheads for Emerald 69 View Park Trail at the Junction South Hills Junction is the strategic southern- most point of the 19 new miles of existing and proposed tails within Pittsburgh’s Emerald View Park. The network of trails reaches the Junction so as to link the trail system with public transportation, so that people from all over the City and region can come to explore the South Hills’ natural environment and striking vistas. The map of existing and proposed trails shows Palm Garden Station near Southern and Boggs as the main southern gateway to the Emerald View Park trail system, but a greened and improved Haberman Avenue, as described in Recommendation 2.8, should be added as an additional pathway to Emerald View.

Clear signage and trailheads must be incorporated at the Junction directing people to the various trails and adding an additional programmatic use for the Junction – that of a base camp or visitor center for urban explorers. Emerald View Park signage and trailheads will also strengthen the relationship and link between the Junction and the amenities atop Mt. Washington, thereby improving the station’s status and public perception.

For those exploring the trails on bicycle, the Junction could offer bicycle amenities such as a tool bench for minor repairs and bicycle Figure 39. Sketch of Emerald View Park Trailhead Locations at the Junction and parking. A water fountain would serve both Secondary Connections to Trail System hikers and bikers. PRIMARY TRAIL PROPOSED TRAIL SECONDARY TRAIL

CORRIDOR STUDY Figure 40. trolley orbus. and guesswork a catching involvedin time waiting the remove to information tracking bus real-time and station, the to nearer parking off-street secure, provide to Ride ‘n Park a easily, more station the pickedand droppedbe fromup off ideas Kiss ‘n Ride to allow topassengers These investigate potential traffic. locations for a in time spent and costs parking to on save Downtown into Junction South Hills from commute to choose might who or area the in worship attractive option for people who more live, work, or and easier an T the station riding make to infrastructure increasing amenities and on improving the transit focus recommendations of set last The INTRODUCE TRANSIT AMENITIES Proposed Kiss‘nRideRoute LineTrack along Brown Proposed Alignment Junction along the existing rail tracks that tracks rail existing the along Junction the through Avenue Warrington from runs be given to constructing a new roadway should that consideration present, at for at least ceased has service Line Brown the As reach theTstop. to Junction the through of navigate and stairs flight a descend still must passengers up; pick or off drop for option the existing best presents parking, on-street full often and Junction, traffic fast its with the Avenue,Warrington into Haberman from leads to approach the station via the roadway that permittedtrolleys are and buses only Since be dropped-off or picked-up at the Junction. to passengers for location convenientsafe, a currently not is There off. dropped be whoto want people for access to difficult is station the that is location Junction’s accompanies the that challenges the of One road access akiss‘nride theJunctionfor through public a Create 2.11 Figure 41. Alternative Kiss ‘nRideRoute BusRoute alongExisting niern suy f oh pin wud e eesr to necessary be would Authorityensure thatPort operationsarenot compromised. options both of study full engineering A 2.13. Recommendation in described lot Ride ‘n Park proposed and station the to access public two-way direct to Improvements, 41). including appropriate and visible signage, would Figure be necessary (see Haberman at from to extendingWarrington road is access current solution the alternative of use an public possible, allow not is option this If or sidewalk existing would remainfor pedestrians. The maintenance, construction. routings, or events special snow during detours service, extra day game peak during operations, turnback not trains, of storagefor hours) communing (although necessary as used be to the permit tracks as well as future the in re-instated be to service Line Brown allow would This automobiles. with roadway the shared formerly T the where Avenue Warrington along found as right-of-way shared a as constructed be should road new the infrastructure, Line Brown the maintain and preserve To Avenue. Haberman at terminating and northwest heading one-way be road newwould meet WarringtonThe near Boggston Avenue and would 40). Figure (see Line Brown the served previously SOUTH HILLS JUNCTION 70 RECOMMENDATIONS 2.12 Investigate opportunities for a park ‘n 2.13 Install real-time information for busses 71 ride lot at South Hills Junction and trains at the Junction There is currently no off-street parking provided Wait times can be more costly in the minds for transit riders who want to drive to the station of transit goers than the walk to the stop or and take the T. Those that park and ride now the ride itself. Many cities across the United leave their cars on the street for hours at a time, States have Global Position Systems (GPS) on co-opting a resident resource and leaving their their vehicles and have made this information vehicle vulnerable to theft and break-ins during available to the public. The Port Authority is their lengthy stay. There is an existing 47-space currently investigating the feasibility of installing surface parking lot to the northwest of the GPS on its vehicles. If the Port Authority installs station that serves Port Authority employees GPS on vehicles and provides the information and contractors. It is recommended that the available to the public, it is recommended that Port Authority parking lot at the bus turn-around this information be displayed in public, at the be re-located to an alternate location approved Junction, within area convenience stores, as of by the Port Authority so that the parking area well as online. Smart phone applications can near the station can be used for a Park ‘n Ride also convey real-time transit information cost- in the near term. Parking permits should be effectively. sold at prices competitive with the garage at Station Square to commuters who want to park in these spaces. Parking should be free on the weekends.

Port Authority parking lot that should be converted into a This bus tracker screen in a local business along one of Chi- paid Park ‘n Ride lot. cago’s commercial corridors helps customers predict wheth- er they have time to grab a coffee before catching the bus.

CORRIDOR STUDY diinl ore wl ne t b scrd for secured be to relocation of these facilities. need will plentiful, sources be to additional likely not are dollars TRID ridership. Since increased of the terms from in benefit redevelopment, will presumably Authority the Port However, dollars. TRID of use eligible an be therefore, should, and (TIF) Financing Increment Taxof use eligible an is Relocation Authority. Port the byoverseen but sources,Authority non-Port by funded be to need would sites storage tie rail and Port Authority emphasizes the that any relocation of the relocation, salt facility about discussions to existing parking area near the Junction. While open the and storage, tie rail for used site 1.7-acre the storage, salt for used currently site one-acre the including County, Allegheny of Authority Port by the occupied development and owned the is that investigate scenarios land the of majority The hub oftransit-oriented activity. Hills Junction from developmentan overlooked transit hub into a proposed South transform to site the into the fit might program how determine to study market residential and commercial the from either vacant deemed considered or underutilized station and worked the with team tothe findings close sites consultant eligible the area, station Junction Hills South the of potential development oriented development site for on Pittsburgh. To test the focus Hills Junction and transforming it into recommendations a new transit- South to activity of and development new attracting set third The 3 SCENARIOS DEVELOPMENT the Maintenance Group isrequired. to Maintenance proximity current their Authority and Operations, Port integral the an of are part sites These locations. existing the as systems busway and rail light the of entirety the for effectiveness for Authority with the same or better response identified sites relocation should be able to any provide the Port Furthermore, Figure 42. ulig, ulcyond aac, n tax- delinquent landinthearea. and vacancy, publicly-owned buildings, and land vacant of presence the by informed succeed, the development scenarios were also to Beltzhoover and Washington Mt. in efforts stabilizing and investment by complemented As development at the station would need to be 3D Model of Existing ConditionsatSouthHillsJunction 3D ModelofExisting SOUTH HILLS JUNCTION 72 RECOMMENDATIONS 73

Figure 43. Port Authority-Owned Opportunity Sites at the Junction

CORRIDOR STUDY Figure 44. Figure 44. Supporting Opportunity SitesinAdjacent Communities Opportunity Supporting SOUTH HILLS JUNCTION 74 RECOMMENDATIONS 3.1 Integrate small vendors (like a coffee and 3.2 Seek to integrate development at 75 newspaper kiosk) at the Junction South Hills Junction Long-term community residents remember a time, According to the market study by Real Another alternative would be to create a mixed- decades ago, when there was a small vendor Estate Strategies (RES), transforming use redevelopment with a retail component that located at South Hills Junction who sold candy, South Hills Junction into a transit-oriented is significant enough to be a destination and newspapers, and such to commuters and area destination will require a highly visible new to “jump-start” other redevelopment activity in residents. A diner, the Tunnel Restaurant, was also development. The development must be the area over time. Based on this approach, located just south of the Mt. Washington Tunnel large enough and significant enough to the following might be the components of such portal. attract people who otherwise would not a mixed-use transit-oriented development: come to the area. It must have sufficient “critical mass” to change the identity of > A large-scale or national retailer offering the area while also giving people a reason a mix of merchandise in a new store with to come to the South Hills Junction station up to 85,000 square feet, the maximum area. Absent this type of initiative it will be amount of space that will fit on a site at extremely difficult – if not impossible – to South Hills Junction re-brand the area. > Additional complementary retail stores As part of the SMART TRID Study RES to the extent they can be accommodated explored a range of uses that might create within a potentially expanded site footprint, The Tunnel Restaurant in 1970 is visible at left near a destination and help to establish a including a full-size grocery and drug store the Mt. Washington Tunnel Portal. new identity at the Junction. Possibilities Source: RRPictureArchives.net, C.W. Lahickey include a new sports facility (like a new > Structured parking that will include “Park ‘n While the market research is inconclusive as to practice facility for the Pittsburgh Penguins Ride” spaces to serve South Hills Junction the whether such small commercial amenities with associated activities), a large new riders and to meet the parking requirements boost transit ridership, input from the community indoor sports complex that might be of retailers indicates a strong desire for some commercial built on top of a parking deck, a medical conveniences at the Junction so that transit riders facility, and a campus for an educational > Mixed-income rental housing that can could purchase a cup of coffee or a newspaper while institution. None of these uses appear capitalize on a Mt. Washington location they wait for the T. A small temporary kiosk should to have sponsors interested in pursuing and front on Haberman and/or Kingsboro be built at grade in the area proposed for the Park them. Streets ‘n Ride (Recommendation 2.13) and Kiss ‘n Ride (Recommendation 2.12). If a larger development > An expansion of activities and services scheme (described in Recommendation 3.2) gains at Warrington Recreation Center – or, traction, a more permanent kiosk for a small vendor development of a new recreation center at should be incorporated in the design, preferably at a nearby location on Warrington Avenue grade in the base of the proposed parking structure, where it could serve trolley and bus passengers, > nfill rental or sales housing development as well as people using the Kiss ‘n Ride and Park I in the area bounded by Kingsboro, Estella, ‘n Ride. The coffee shop on the mezzanine level Eureka, and Haberman Streets, termed the of the Steel Plaza station is a model for a similar Estella Micro-Neighborhood vendor at South Hills Junction. CORRIDOR STUDY > > eeomn. cnro ofr a middle a offers ground. 2 Scenario larger-scale a development. representing 3 Scenario and development to approach lighter a illustrating 1 Scenario with scenarios, conceptual three Hills Junction station area, the team developed South Tothe developmentpotentialof the test

McKinley Park with area station Hills South the connect Beltzhoover in to right-of-way Street Haberman greenwaythe along a of Creation odtos niae upr fr new for support development indicate conditions market and stabilized the has when neighborhood Beltzhoover in Park McKinley near housing for-salenew of Development f) e) d) c) b) a) scenario includes: ramp this Junction, a the into down Street and Ruth from Avenue, Warrington with Park along greening Haberman in Beltzhoover north, to link McKinley the from Avenue Warrington of an extended median as Haberman approaches creation Beltzhoover and Mt. Washington. the In addition to and additional recreational resources to both serve Center Warrington of Recreation north portion just the Washington Mt. stabilize of to infill residential on focuses 45) (Figure 1 Scenario – 1 SCENARIO tblzto i Blzovr between land Beltzhoover vacant andClimax Industry Montooth andCurtin, in and stabilization greening Micro- Estella Targeted the in Neighborhood townhomes 25 Haberman three-story two of side each on one in buildings, multifamily units residential 50 Warrington Recreation Center improvementsother sprayand groundat A tie site rail current the on space play additional of community, foot health, square and recreation center plus 27,0001.5 acres new A Authority parkingPort lot existing the at lot Ride ‘n Park47-space A described above. development scenarios in line with alternativethe market study findings explored realities, team along these the Understanding development housing Haberman. the is locally captured be to value a provides that program is limited. The only portion of this development other above described and improvements infrastructure greening for pay to development the of value” the “capture to ability Finally,the itself. station transit the from far still is space open to development housing from program proposed of the the much Scenario, this in Because limited is program investment. will be difficult to pay for absent other significant community space and recreation facilities, these Assessment Wie cnro ofr new offers 1 Scenario While : SOUTH HILLS JUNCTION 76 RECOMMENDATIONS 77

Figure 45. Development Scenario 1 Site Plan

CORRIDOR STUDY The Port Authority’s b)andsaltstorage railtiesiteThe Port (left, shed(right,d)arethe two sizable,flatsites which mayfor redevelopment presentopportunities nearSouthHillsJunction. SOUTH HILLS JUNCTION 78 RECOMMENDATIONS SCENARIO 2 – Scenario 2 (Figures 46 and 47) maintains the SCENARIO 3 – Scenario 3 (Figures However, before this option could move 79 extended median as Haberman approaches Warrington Avenue 48 and 49) presents the most forward, the City and elected officials would from the north and the greening along Haberman in Beltzhoover commercial programming of the have to work with area community groups to link McKinley Park with Warrington Avenue. The spray ground three conceptual site plans. It to select a new site in close proximity for and improvements to Warrington Recreation Center are also retains many of the elements the construction of a new community, consistent with Scenario 1. The pedestrian ramp in Scenario 1 illustrated in Scenario 2, but health and recreation center as well as from Ruth Street down into the Junction has been adapted as a adds the existing Warrington playing fields to replace the existing Rec pedestrian and auto bridge linking Ruth Street with the proposed Recreation Center site as a Center with a new, modern, and more parking structure (a) and retail opportunities (b). potential development site to fit multi-purpose community center. Though a grocery store with parking and Beltzhoover has many acres of vacant land a) A parking structure with 3 decks that creates 165 spaces housing above for a true, mixed- and many parcels that are already publicly- and allows for ground floor bus circulation and a Kiss ‘n Ride; use transit-oriented development. owned or tax delinquent (Figure 44), none built up from the floor of the sunken station, the top level of From a market perspective, of the potential sites for a new recreation the parking deck appears to be an at-grade parking lot on the advantages of considering center could be redeveloped as such Warrington Avenue. Elevators at the parking deck would also the Warrington Recreation without some acquisition and relocation of serve to take pedestrians entering at a plaza on Warrington Center for redevelopment is existing residents. If this scenario is favored down into the Junction. two-fold: it enables more retail by the community and there is developer b) 85,000 square feet of retail space for a single large-scale to be developed which will interest, implementation will require close tenant or multiple smaller commercial tenants, including further provide the critical mass coordination with the community. As a grocery, supported by surface parking at Warrington and necessary to reinvent both the presented to the community, this scenario Haberman as well as the parking structure adjacent to the Junction and Warrington Avenue; should not preclude going ahead with the Junction it would also provide new much needed spray ground at Warrington c) 14 1,200 square foot apartments in a three-story multi-family development on one of the most Rec. It will take years to locate, design, and building visible sites in the study area. build a new modern multi-purpose center d) 27 1,000 square foot apartments in a three-story multi-family all of which should happen prior to any building From the community perspective, redevelopment of the existing Warrington e) 25 townhomes in the Estella Micro-Neighborhood this scenario also provides Rec site. benefits. The majority of Scenario 2 also highlights parcels for potential future commercial Warrington Rec users are from Scenario 3 maintains the extended median reinvestment along Warrington Avenue if the development at Beltzhoover, and the Center itself as Haberman approaches Warrington (b) creates a stronger market for smaller scale retail. Targeted is in dire need of improvements. Avenue from the north and the greening greening and vacant land stabilization is again proposed in A new community, recreation and along Haberman in Beltzhoover to link Beltzhoover between Montooth and Curtin, Industry and Climax. health center (potentially run by a McKinley Park with Warrington Avenue. private or non-profit organization Sites (a), (b), and (c) remain the same as Assessment: Scenario 2 provides enough development to with capacity to undertake this in Scenario 2, locating a parking structure, effectively “capture value” and reinvest those dollars to support type of development) would offer large-scale commercial retailer, and local infrastructure and public improvements. But while more a home for much needed local housing, respectively. Site (e) varies slightly, money would potentially be available through a TRID according to services while providing a burst showing fewer homes to avoid front doors this scenario, the costs are also higher to make the development of new investment in the heart of that look out on a parking deck above the feasible including, most notably, the parking deck over the the community it serves. grocery proposed for site (d). Site (f) locates Junction. blocks to be considered for construction of a new rec center and fields. CORRIDOR STUDY erain etr Iely acs from set-back Center to themainthoroughfare. access new, the link to Ideally, created be could Warrington Center. Recreation a for considered existing the replace to be Center Community new should (f) Climax and Industry Curtin, and Vincent between the blocks land, delinquent tax and publicly-owned of distribution Curtin, the Given Climax. and Industry and Montooth between Beltzhoover in proposed again and is stabilization greening land Targetedvacant well. as retail scale along smaller for market stronger a creates (d) and reinvestment (b) at development the if Avenue commercialWarrington future potentialforparcels highlights also 3 Scenario e) d) c) b) a) 3 onoe i te sel Micro- Estella the in Neighborhood townhomes 23 two- multi-family building story a in apartments foot square 1,000 37 to addition in spaces parking surface 66 parking 91and structure the of roof the on spaces with store a grocery for floor ground the on retail feetof square 42,000 a in apartments multi-family building three-story foot square 1,200 14 the Junction to adjacent structure parking the as well as Haberman and Warrington at parking surface by supported tenants commercial a single for large-scale tenant space or multiple smaller retail of feet square 85,000 on Warrington down into theJunction. serve to take also pedestrians would entering deck at a parking plaza the at Elevators Avenue. Warrington on lot parking grade at- an be to appears deck parking the of the floor of the sunken station, the top level circulation and a Kiss ‘n Ride; built up from 165 spaces and allows for ground floor bus A parking structure with 3 decks that creates the Junction. provide new at activity and services still will that alternative reasonable a is 2 Scenario traction, any gain not scenario this should However, about the location community of the the new facility. from concerns be likely will there and donor, private or sponsor large a without center recreation and health, community, a new for pay to difficult be will It potentially a controversial suggestion. is Rec Warrington of the relocation and cost, greatest the incurs reinvested value However,locally. also be scenario this of to dollars amount capture greatest the mixed-use with market realities. It a will generate footprint around the Junction in line establishes and communities surrounding the for the greatest amount of new services Assessment Ti seai provides scenario This : prospective purchasers. to neighborhood the in homes rehabilitated offer to way a as Developers for Program Recovery Housing URA’s for involved.transit near areas risk target to be and might alternative Another paperwork the of because program the in participating be to reported is Pittsburgh in lender one only that is disadvantage The home. the upgrade to rehabilitation and purchase home the both covering loan single a provides it that rehabilitation. is program this of advantage and The acquisition home for resources own purchase and rehabilitate homes, thereby conserving URA’s FHA the 203(k) program use in ways to that will waysencourage homeowners to explore to institutions lending and organizations development community more or one work with to be would possibility One problem. a been have that While have been buying homes with low prices, and foreclosures Estella rehabilitation. investors neighborhood, of the in strong need as is homeownership in Mt. stock such specific housing have targeting neighborhoods program Washington a recommends RES three bedroom units. some including units townhouse-style recommends RES development rental Forinfill households. of broaderrange a to lease to opportunities provides units market-rate of full-time students cannot live in LIHTC units. A component and units, these occupy can who households of the incomes on limit a is there However, development feasible. be new to projects for financing gap other and (LIHTCs) TaxHousing Credits Income Low need developerslow;will new property is recommended. and Rents in the immediate Community area are Retirement complexesapartment in Pittsburgh, a mixed-income Hills rental South the Like units willprovide anattractive alternative. new area, market the in stock multifamily existing the of age the of Because occupancy. general for units housing At that point there should be market support for new rental changing. is area the evidence good is there that so place taken has development other some after only developed be should Junction Hills South near units residential New Residential Phasing SOUTH HILLS JUNCTION 80 RECOMMENDATIONS 81

Figure 46. Development Scenario 2 Site Plan

CORRIDOR STUDY Figure 47. 3D ModelofDevelopment Scenario2 SOUTH HILLS JUNCTION 82 RECOMMENDATIONS 83

Figure 48. Development Scenario 3 Site Plan

CORRIDOR STUDY Figure 49. 3D ModelofDevelopment Scenario3 SOUTH HILLS JUNCTION 84 RECOMMENDATIONS 3.3 Rename, rebrand, and add visual cues at 3.4 In the long-term, build upon improvements 85 the station to reflect new development at the and new development at the Junction with new Junction residential investment in Beltzhoover Once a development scheme has been In the long term, once investments at South selected, the City, Port Authority, and developer Hills Junction have taken root and transformed should advertise the possibility of renaming the area and its image, the housing market in South Hills Junction to rebrand the station and Beltzhoover may be strong enough to develop market the new development and shopping a 40 to 50 unit homeownership development opportunities located in close proximity. The clustered near McKinley Park near Delmont City and Port Authority should offer station and Montooth to build upon an existing strong naming rights as a carrot to attract commercial pocket of residential in the neighborhood. developers and tenants and advertisement As Years 18 to 20 in the TRID agreement space near the tracks as an income generator. approach, a market study should be conducted Advertisements and public art visible from the to determine whether there is a market for such windows of the T and clear navigational signage a development. throughout the station will help passengers on the T register that they have arrived at the new For more details about the proposed commercial Transit-Oriented Development, advertise the and residential development programs, see retail opportunities located above the station, Real Estate Strategies’ full market analysis, and direct customers alighting from the T to the included as an Appendix to the plan. nearby shopping venues.

A new name would signal major change at the Junction. McKinley Park and pockets of stable housing nearby are assets to reinforce and build upon in Beltzhoover.

CORRIDOR STUDY in Pittsburgh. TRID implementedbeen has it as TIF detailsof the understand the of root to helpful is the it TRID, prospective a at at looking In concept. is process TIF TIF The the in included structure. be also can tax sales local and tax for TIF capture; however, designated other taxes, such as earned income are taxes estate real Generally project. development estate real a with associated revenues new tax net future of stream a on based infrastructure) as such benefit, public some with elements those (typically urban complex value capture formethod of funding or financing project costs mix funding a the is (TIF) TaxFinancing Increment developmentprojects. of part critical a become have strategies capture value scarce, resourcesbecome development economic state and federal As VALUE OVERVIEW CAPTURE V IMPLEMENTATION TIF is authorized by state legislation Increment Financing Act (1990) 8 A TIF agreement defines the defines agreement following: TIF A public subsidy orother uses. to proceeds infrastructure rather than developer TIF URA directs the of policy, a City As the Pittsburgh. in financings TIF conduit for and entity implementing the been has (URA) Authority Pittsburgh of Redevelopment the date, ToUrban areas.) restricted blighted not to is as (TRID certified blighted. areas in projects to tool this of use the restricts which A eea Asml, Tax Assembly, General PA 8

> > > >

h tr o te I (iie t a 0 year maximum) 20 a to (limited TIF the of term The h priiain ae are t b the by taxing jurisdictions to agreed rates participation the to according fund, TIF a in deposited and diverted from general government purposes are yield tax year base the over generated taxes specified the the from Revenue project). of impact the (before year base The jurisdiction TIF as well as the participation rate for each earned income, sales) to be included in the estate, (real types tax and County) District, School (municipal, jurisdictions taxing The can bealargerarea TIF but the site, project single of a district—typically boundaries geographic The Web oftracks atSouthHillsJunction SOUTH HILLS JUNCTION 86 IMPLEMENTATION 87

To date, most TIFs in Pittsburgh have been > The Commonwealth, in addition to enabling TRID value capture funds should not replace limited to a single project location. First Avenue value capture, puts forth additional financial any outlays that would otherwise be made Station, constructed with TIF funds yielded by resources, particularly for gap financing by the Port Authority, the City, other overlay the development of PNC Firstside Center, is a > The City has responsibility over ongoing jurisdictions, or neighborhood groups. Instead good example of a successful, single project TIF. streetscape, maintenance, policing, and the tax increment offers an opportunity to TRID expands the value capture geography to other services leverage additional investment by supporting reflect the potential overall increase in property > Other overlay jurisdictions, such as special initiatives that improve the overall climate for values associated with proximity to both transit service districts or business improvement TOD development in the TRID. The projected and new transit-oriented development (TOD). In districts, may add their own streetscape, tax increment generated can be used to addition to expanding the scale of the potential maintenance, policing, and other services pay debt service on a bond issue or other increment that can be captured, the district on top of the City’s functions financing or can be utilized for “pay as you approach expands the area within which the > Neighborhood groups, such as community go” projects such as marketing of businesses value capture proceeds can be utilized. The development corporations or business and other developments in the TRID, signage ability to use TRID funds on improvements associations, may provide services such banners and wayfinding improvements, and that extend beyond a single project site opens as landscaping, greening, and safety development and maintenance of non-transit additional options for community revitalization initiatives infrastructure such as sidewalks, streets, bike activities. facilities, and street furniture over the lifespan > The private developer invests his or her own of the TRID. Realistically, a combination of the equity, as well as soliciting investments, As the TRID enabling legislation anticipated, two approaches will allow development of a loans, and/or grants from other sources TRID proceeds alone will not be adequate to fund front-end catalyst project as well as a flow of > The Port Authority budgets ongoing dollars major transit-oriented development projects funds to support smaller scale improvements for station maintenance and capital and should be used to leverage investment from and management of the TRID over time. improvements10 a range of public and private sources. A draft review of TRID planning studies9 completed to date in the Commonwealth confirms the fact that the TRID funds are typically only a small portion of the overall investment planned for a district. It is anticipated that financial resources from many sources will be layered in order to implement and maintain TRID projects. Beyond the TRID management entity, a wide range of organizations have a role in TRID implementation including: 9 “Transit Revitalization Investment Districts: Challenges and Opportunities draft report”, April 10 Conceptual framework for roles outlined 2011, prepared for the Pittsburgh Community in “Implementing Transit Revitalization Investment Reinvestment Group by the Center for Transit- Districts in Philadelphia”, October 2008, prepared Oriented Development (“PCRG report”) for Neighborhoods Now by Econsult CORRIDOR STUDY the 20year flow oftaxincrementfunds. on detail more includes Appendix Strategies’ Estate Real capacity. financing increased and increments tax higher in result would program conservative. proposed the purposely beyond development Additional are section this in the resulting tax increment and estimates model presented RES the in used assumptions The for withintheTRIDboundaries. properties value market in increase overall an as well as development additional trigger will investment early this Ideally term. 20-yearTRID a of years development six or five first the in place take to phased are initial the program. The development with programs presented associated increments tax income earned and tax estate real the of estimates prepared RES Study this in presented scenario development each For TAX INCREMENT ESTIMATES SOUTH HILLS JUNCTION TRID (available for pay-as-you-go projects), isprovided. tax increment projected to remain after debt service the of valuepresent the wellas proceeds,as bond potential of estimate An TRID. the in investment debt identified pay to on a bond or early loan up- service tofront support the used be estate with will real program development associated projected the increment that tax assumed is It Program Real Estate Tax Increment: TRID Development > > It isassumedthatYear 1oftheTRIDis2014. participation. a second estimate assuming 50% School District and participation District School 100% for one prepared: were estimates two Therefore, intent pertains to the School District increment. this if unclear is It TRID. the to diverted be to generated increment full the for is legislation enabling TRID the which of intent the that (DCED), indicates Development Economic and Community of Department the from guidance informal on based district. is participation TRID 100% This the to flows taxes County and City from increment full the that assumed is It Associates (ERA) 2008, prepared for URA by Economics Research 11 >

analysis for EastLiberty. TRID/TIF firm’s that of part as ERA by conducted valuation assessed building and value market between relationship and a review of a previous analysis URA, of and the (OPA) Assessments Property of Office County the at representatives with discussions TRID, the of outside and in both was properties comparable of program assessments the on development based estimated the in improvements taxable to valuation attributable assessed incremental The o o o these estimates. tax be will generated the beyond the levels reflected revenues in on tax additional back rolls, brought tax-exempt is currently parcel a In where cases modified. not were assessments Land only. assessment the of portion building the in increases projected incremental on based is increment The “Eastside TOD TRID/TIF Analysis,” April Townhouses: Retail: units. units and$38,800for rehabilitated approximately $51,700 for new Multifamily apartments: $120,600/unit for new construction renovated space,$80/square foot $65/square foot for approximately SOUTH HILLS JUNCTION 11

88 IMPLEMENTATION 89 > For the purposes of this analysis, once > We assume that commercial, multifamily an element of the development program residential, and mixed-use properties within comes on line, its assessment is held the TRID will not be eligible for a Local constant over the remaining TRID time Economic Revitalization Tax Act (LERTA) frame. Current real estate tax rates are tax abatement.12 For homeownership used: 10.8 mills for the City of Pittsburgh, properties, the standard Pittsburgh Act 13.92 mills for the School District, and 42 three-year residential abatement13 is 4.69 mills for Allegheny County. Tax rates included in the model. are inflated one percent annually during the term of the TRID.

> Though bond interest rates are usually much lower, the model assumes a rate of eight percent to include costs of issuance, administrative costs, and to remain conservative.

> A debt coverage ratio of 150 percent was used. This assumes that the bond issue or financing is sized based on two thirds of the available increment. The remaining third is “coverage”—a cushion to ensure that the anticipated cash flows will be adequate to pay debt service. If the increment is produced as expected, any funds beyond 12 Commercial or mixed-use property owners what is used to pay debt service will be undertaking new construction or rehabilitation deposited in the TRID fund and be available of an existing property may apply for a five-year for additional expenditures in the TRID. LERTA abatement of the incremental City taxes up to an annual maximum of $50,000. TIF enabling > The increment that is projected to remain legislation prohibits the award of LERTA abatements after debt service is discounted to 2011 to properties within a TIF district. Because the increment generated within a TRID is directed to dollars, using a three percent deflator. improvements that benefit property owners, it would be reasonable to place the same restriction in the TRID Agreement. 13 Act 42 Residential Abatement (Pittsburgh Code Chapter 265) offers an assessment reduction of 100 percent of increase associated with improvements up to $86,750 for new residential construction and $36,900 for renovations. Multifamily apartments are not eligible. View into the Junction CORRIDOR STUDY o we cute ne t reassess to need properties. counties when for standards set to and reassessment the halt to Court the County petitioned recently has The forward. moving approach how the County will modify its assessment unclear is it unacceptable, is assessment of method year base the that opined has Court the Although 2010. of new year a base with 2012, in introduced be will way.under values assessed is New which revaluation,new a conduct toorder Court The County is under Pennsylvania Supreme complaints of inequity in assessed values. to led has revaluations between elapsed 2002 base year values. The time in that has on property based 2005 in place all took County the of revaluation last The assessment. property individual or an appeals abatement, District School the tax a for applies owner permit is pulled for renovations, a property are improvementsbuilding constructed,a are new when assessments only and infrequently, revised revaluations, wide property for methodassessment. In the years between County- year County base a Allegheny uses However, in TRID. reinvested the and captured be should valuation assessed in growth parallel a from generated increment the theory, In existing of properties over value the timeframe of the TRID. market the in growth program, there tax is likely to be “background” project-specific the revenues associated towith the development addition In in Assessed Value Growth Background the incrementcaptured. commercial abatements (LERTA) in the TRID to maximize restrict to necessary is it TRID, Junction Hills South the regularly to in appreciation background ability from increment an the capture Without term. TRID the of 10 Year after until capture value the limit severely would year tax abatements for 10- new Philadelphia’s increment, construction background and the renovations Without 14 > > > can offset the loss of increment from tax abatements.fromtax increment of loss the offset can the increment from background appreciation in the TRID conducted for two study proposedplanning A Philadelphia time”. TRIDs “real in notescaptured be can that TRID a in estate real of overallmarketvalue the in increases with coterminous is (which Philadelphia County) has Philadelphia rolling assessments. of As a result, City The ih h pooe dvlpet rga. The program. assumptions: development following the on based is and conservative proposed is estimate associated the increment the separately with with provided aggregated is not estimate and Hills an this South TRID, the of for Junction benefits uncertain the is realize growth background to ability the Because

percent annually. assessment in the TRID is projected to grow by 0.25 overall the realized, is program development the of In Years 6 through 20, as the impact of implementation No background growth inYears occurs 1through 5. (2011 annually million dollars). $2.0 over just of District School and County,City, the for yield tax combined a in results base ratesassessment this total), mills (29.4 tax current boundaries At million. TRID $68 approximately is Junction Hills South the proposed within value assessed aggregate current The Econsult,38 14

> > > following assumptions: the on based developed The were estimates tax. income earned percent two a imposes District School the tax; income earned percent one a imposes Pittsburgh workers in the TRID is provided. The City of separate bypayments tax income earned new with a associated increment tax the of estimate component, commercial development scenarios Junction Hills include South a the significant of two Because Earned Income Tax Increment one percent). retains also District School the that tax assumed is income (it TRID the to increment earned percent divert one District a School the and City the both that assumes estimate The for categories Allegheny County:$21,150. wage “cashier” and the average of the “retail salesperson” Statistics is used assumption wage The series. Employment Occupation from the U.S. Bureau of Labor Statistics data recent most the using estimated was FTE per wage annual average An feet peremployee. square 400 on based estimatedwere counts job equivalent) time (full FTE SOUTH HILLS JUNCTION 90 IMPLEMENTATION Preliminary Results 91 Preliminary estimates of the total 20-year tax increments projected for each South Hills Junction TRID development scenario are provided below. Each estimate is presented in 2011 dollars. These amounts represent preliminary, conservative estimates. The actual value captured will be determined by the specific design of the improvements, the actual assessed valuations and tax rates in effect during the TRID, and the timing of individual components of the development program.

SCENARIO #1 The development phasing modeled for Scenario #1 assumes that 25 in-fill townhouses come on line in Years 1 and 2 of the TRID and 50 multi-family rental units are constructed and occupied in Years 4 and 5. There is no commercial development component in this scenario. Homeownership units are anticipated for construction late in the TRID term and are expected to be subject to the Act 42 abatement until the end of the term.

Figure 50. Projected Tax Increment for Development Scenario 1

CORRIDOR STUDY 42 abatement untiltheendofterm. Act the to subject expectedbe toare and term are anticipated for construction late in the TRID units Homeownership 5. and Years4 in added in Year 3. multi-family Fifty-one rental units are square foot retail component is assumed 85,000 The to TRID. the of 2 open and Years1 in line #2 assumes that 23 infill townhouses come on The development scenario modeled in Scenario #2 SCENARIO Figure 51. Projected TaxProjected Development Incrementfor Scenario2 SOUTH HILLS JUNCTION 92 IMPLEMENTATION SCENARIO #3 93 The development scenario modeled in Scenario #3 assumes that 23 infill townhouses come on line in Years 1 and 2 of the TRID. The 85,000 square foot retail component is assumed to open in Year 3. A mixed-use development including an additional 42,000 square feet of retail space and 37 rental apartments opens in Year 5. An additional 14 multi-family rental units are added in Year 6. Homeownership units are anticipated for construction late in the TRID term and are expected to be subject to the Act 42 abatement until the end of the term.

Figure 52. Projected Tax Increment for Development Scenario 3

CORRIDOR STUDY the increment. impossible to model the timing or magnitude of is howeverterm,it TRID the during revaluation a undertake does County the when generated in the TRID. It is likely that an increment will be not be counted as a source should increment of tax estimated funding the of forportion projects this time,” “real in value market estate real in designs another method for capturing changes of system transitions to a rolling assessment approach or a without County Allegheny Unless assessments. rolling limited way severely predictable a are in growth this capture to opportunities the that emphasized be should it provided, are TRID the in values market of growth background from increment potential Second, although conservative estimates of the go expenditures throughout theTRIDterm. pay-as-you- and service debt availablebothfor overallvaluefunds would capturethe increase the to tax this of addition The increment. tax and 46 percent (Scenario #3) of the real estate #2) (Scenario percent 41totals increment tax income earned the above, modeled estimates participation District significant.School percent 50 the In is components scenarios commercial two the with in increment tax income the for implications potentialthe earned First, TRID. a of structure with issues important several raise calculations increment tax The of the TaxImplications Increment Analysis Fall foliage inMt.Washington 15 ial, lnig tde fr eea other several Commonwealth the in for proposed TRIDs studies planning Finally, course oftheinitial20-yearcourse TRID time frame. the in later redeveloped is site this if capture, Warrington Rec site, in order to maximize value the for so do to appropriate be may it parcels, the concept of “resetting the clock” for specific supports DCED increment If above. the presented analyses in used not is approach This parcels. these from capture value of years 20 full a enjoy then will which TRID, the to added are developed at alater date, they canthen be these period, parcelshavethese studies once that assumed capture value 20-year the for enabling legislation is unclear about the trigger initial round the of value capture. from Because the TRID boundaries TRID the within located parcels key certain excluding recommended

Marcus HookandDormont/Mt. Lebanon SOUTH HILLS JUNCTION 15 have 94 IMPLEMENTATION PRINCIPLES OF THE TRID 95 AGREEMENT A sample South Hills Junction TRID agreement template is included in Real Estate Strategies’ Appendix. As TRID implementation proceeds, this document would be refined with additional detail as well as input from legal professionals. The sample TRID agreement addresses the following principles:

> URA will serve as the financing and Mural in Mt. Washington implementing agency for the TRID.

> The TRID management entity will be > For preliminary discussion purposes, it is > No commercial LERTA will be awarded constituted as a non-profit corporation assumed that the Agreement reflects 100 within the TRID boundary over the term (“South Hill Junction TRID, Inc.”). The percent participation by the City and County of the TRID. Board of South Hills Junction TRID, Inc. will and 50 percent participation by the School provide oversight, guide the expenditure of District. > Any tax increment retained by the TRID the tax increment, and be responsible for or proceeds of the TRID financing will complying with monitoring and reporting > The agreement includes only the tax be used for public infrastructure, transit requirements. The Board should consist increment associated with the real estate tax. facility improvement or other community of one representative from each taxing The sample agreement could be modified to revitalization activities within the TRID authority (City of Pittsburgh, the Pittsburgh included revenues from the municipal and boundaries. School District, and Allegheny County), School District earned income tax. a Port Authority representative, a URA representative, and two or four (to maintain > The tax increment will be calculated based an overall odd number of Board members) on increased assessments over the base representatives of the neighborhood— year assessed valuation for all taxable representing CDCs and business parcels located within the TRID boundary. associations active in the TRID area. Any increment generated on the base year assessed value as a result of a tax rate increase will revert to the taxing authority. All tax increments associated with increased assessments over the base year assessed value will flow to the TRID. All tax increments associated with exempt properties returning to the tax rolls will flow to the TRID.

CORRIDOR STUDY efforts andthrough existingefforts organizations. volunteer by part in implemented be can that outside need financing, other will strategies are low-cost solutions recommendations many While organizations. community engaged and activecritically, most also, but representatives active the involvement of non-profits, require the community- City, and political will These improvements based few. a name safer to create streets and traffic, calm spaces, feedback,open to enhance opportunities community identified plan this with accordance In new development. will without or with communities tovaluelocal add that improvements and investment new around for opportunities exhibits activity station each transit, more bringing in ingredient development. But support while will development that is infrastructurea critical in investment raise awareness toof the benefits continue of TOD must and encourage stakeholders private 4) and and public and officials elected of 3, consortium 2, (Districts districts council three of “junction” the also Hills is require which Junction, South support at particularly political will coordination, and expanded Pittsburgh and continued in oriented transit to development barriers the Addressing Southwestern Pennsylvania region. the by throughout shared are communities here identified issues the of many Junction, towardtargetedthe is plan the while But Junction. Hills South at achievable and meaningful development transit-oriented make to strategies of series a outlines Study District Investment Revitalization Transit The IMPLEMENTATION APPROACH A . that can be used as the first step toward step first included intheAppendix ofthis plan. the is agreement This as district. TRID a used establishing be can that agreement TRID draft Estate a created Real has Strategies budgeting, and the process TRID improve the and TOD Toaround communities Junction. the guide help to attention greater inthis plan will provide a significant spark to encourage identified improvements the finance to leaders to establish the TRID. Making TRID a tool Development (DCED) and State and the local political with Economic and work Community of to Department State is step next immediate The Work DesignatetheTRID to TODcommunity-based approach inPittsburgh. achievable, an towardcreating made been have strides significant that awareness raise to and leadership political by recognized plan the get to is intent State The Wagner. Chelsa Representative and Kail-Smith, Theresa Councilwoman Ravenstahl’s Mayor to office, Councilwoman Rudiak, plan Councilman Kraus, the submit Next Adoption&RecognitionSubmit thePlanfor TRID districtandmanageimplementation. the Management Entity formed to administer the by handled be will work this of much enacted, is agreements, TRID a and If construction. and design, engineering, contracting with assist and additional development for require properties market help to staff likely will entity, each implementation within schedules full already and any of the recommendations. Given limited staff assess each to entity’s interest be in would and capacity discussion to implement the of purpose The roles. implementation about Authority Port and URA the as such entities other and District) School and County, (City, bodies taxing among discussion a convene to is item action first The Initiate aDiscussionAmongTaxing Bodies What do we dotomorrow? agencies. City and organizations, community liaison between a as act and organizing community on focus would that coordinator TRID / TOD time full Entity,a for considered Management development.be should funding TRID the economic of part a and As art, development, public housing Study greening, inthis including outlined actions specific toward the eye an with level community capacity the at building should toward work to Group continue Reinvestment Community Pittsburgh and for Development, Neighborhood Partnership Pittsburgh Alliance, Hilltop The Junction. the on around focused opportunities the is that needed be will support newstaff to-dolist, community’s and City the to adds recommendations of range the Recognizing that plan. the of success the ultimate to key be will support institutional and resident towardimplementation, moves plan the As activities. implementation undertake Junction area with varying levels of capacity to There are many organizations in the South Hills Capacity Build Organizational plan. this of potential the maximize to needed be to local foundations, as foundation grants will hand-delivered be should plan The impact. maximize to sources private and public both its should partners seek to blend dollars from As with any implementation strategy, recommendations. the City and these about dialog active an form must developers and interested institutions, local agencies, State City and require locally. for organize can community will each recommendations revitalization what beyond well financing and coordination of station’s the range The withFunding Partners Coordinate SOUTH HILLS JUNCTION 96 IMPLEMENTATION Phasing and Priority Projects 97 An Implementation Matrix that details the The overwhelming top priority was to deck over timeframe and potential partners for each the Junction to create potentially developable recommendation is included on the pages that space and better access to the station itself follow. The spreadsheet is intended to serve as which reflects the general intent of the a guide to help organize and track the progress priorities – improve access and bring new uses in implementing the plan’s components. It to the Junction. Other recommendations, just should be used actively, updated, and changed outside the top ten, identified as priorities by once implementation commences. residents include replacing and redesigning the green wall on Warrington ($60); exploring The priority projects identified in the Matrix are the possibility of creating new ramps to the informed by the results of an exercise conducted Junction from Mt. Washington ($50); building with residents at the last presentation where new infill housing along Haberman ($50); preliminary recommendations were presented. designing new elevators for key entrances After the presentation, those in attendance to the Junction ($50); installing real-time were asked to do three things: information for buses and trains ($50); and installing emergency call boxes at the Junction 1. Spend play money ($10, $20, $50, and ($50). All other recommendations received $100) on the recommendations that less than $50. mattered most to them to help the team get a sense of priorities Some of the recommendations identified 2. Make a note of any additional ideas that by residents will take time to accomplish. were missed or forgotten Taking into account the timeframe and cost 3. Sign up to be involved and help with of implementation, the attached Matrix implementation identifies short-term, medium-term, and long- term projects as well as key priority projects as After spending the play money, the dollars were identified by residents and stakeholders. tallied to reveal some community priorities which are represented in Figure 53. The top The ball is rolling, the challenge now is to three priorities identified specifically targeted maintain the energy and momentum about the the look and function of South Hills Junction. future of TOD in Pittsburgh. Good luck… and The remaining top priorities were evenly split have fun! between Short-Term, Infrastructure and Public Realm, and Development recommendations.

Participants at the last public meeting spend play money to prioritize the recommendations. CORRIDOR STUDY Figure 53. Community Priorities for Implementation Community Priorities for SOUTH HILLS JUNCTION 98 IMPLEMENTATION SMART TRID PLANNING STUDY: SOUTH HILLS JUNCTION 99 IMPLEMENTATION MATRIX All costs are order-of-magnitude only. Costs will need to be updated as implementation progresses short-term=2 years Priority Projects Indicated by:  medium-term=3-5 years long-term=5+ years

1. SHORT-TERM IMPROVEMENTS Potential Supporting Funding Priority? Number Action Timeframe Estimated Cost Sources 1.1 Create a Block Watch and Junction Patrol short-term CDCs $10,000 1.2 Install emergency call boxes medium-term Port Authority $50,000

 1.3 Invest in legible signage to help brand the station and improve wayfinding at existing entrances short-term Port Authority $250,000

Foundations/corporate partners (Neighborhood Assistance 1.4 Consider other surfaces for murals or public art to help people navigate their way to the station short-term $250,000 Program/Neighborhood Partnership Program) Foundations/corporate partners (Neighborhood Assistance 1.5 Develop a simple, distinctive planting strategy for green spaces within and approaching the station area short-term $250,000 Program/Neighborhood Partnership Program)

Foundations/corporate partners (Neighborhood Assistance 1.6 Replace the existing green wall along Warrington with a new “Green” wall and planted bed along the sidewalk short-term $150,000 Program/Neighborhood Partnership Program)

2. PUBLIC REALM & INFRASTRUCTURE IMPROVEMENTS Potential Supporting Funding Priority? Number Action Timeframe Estimated Cost Sources

Station Area Basics

CDBG/Section 108/ corporate  2.1 Introduce lighting in the neighborhood, along steps, throughout the station area, and along Warrington Avenue medium-term $1,000,000 partners (NAP/NPP)

 2.2 Clean and green in targeted land stabilization in Beltzhoover short-term CDBG/Foundations $75,000 Foster a Safer Pedestrian Environment

 2.3 Add crosswalks and slow traffic on Warrington Avenue medium-term CDBG/Section 108 $75,000 2.4 Improve sidewalks from Warrington in Allentown to Saw Mill Run Blvd medium-term CDBG/Section 108 $500,000  2.5 Rebuild the entrance steps to the Junction short-term Port Authority $50,000 2.6 Design new elevators at key entrances to the Junction long-term FTA New Freedom $450,000 2.7 Create ramps from Mt. Washington to the Junction long-term Foundations, Port Authority  2.8 Extend the median along Haberman to Warrington Avenue medium-term City, State, CMAQ / TE funds $200,000 Foundations/corporate partners 2.9 Implement a greening program for Haberman through Beltzhoover medium-term $150,000 (NAP/NPP) 2.10 Integrate trailheads for Emerald View Park Trail at the Junction long-term DCNR $20,000

CORRIDOR STUDY TIGER TE PHFA NPP NAP FTA DCNR CMAQ CDFI CDC CDBG Glossary Acronym 3. DEVELOPMENT roiy ubrAction Number Priority?    Transportation Investment Generating EconomicRecovery Grant Transportation EnhancementFunds Pennsylvania HousingFinanceAgency Program Neighborhood Partnership Neighborhood AssistanceProgram Federal Transit Administration &NaturalResources ofConservation Department Congestion Mitigation&AirQualityImprovement Program Community Development Financial InstitutionsFund Community Development Corporation Community Development BlockGrant 2.12 2.13 2.11 3.4 Seek to integrate development atSouth Hills Junction 3.2 3.3 3.1 Beltzhoover In the long-term, buildupon improvements andnew development atthe Junction withnew residential investment in Rename, rebrand, andaddvisual cues atthe Stationto reflect the new development atthe Junction Integrate smallvendors (coffee, newspaper kiosk) atthe Junction Introduce TransitIntroduce Amenities Install real-time information for buses and trainsatthe Junction Create apublic access road through the Junction for aKissnRide Investigate for aPark opportunities nRide lot atSouth Hills Junction cnro1long-term Scenario 1 cnro3long-term Scenario 3 long-term Scenario 2 eimtr CDFIsmallbusiness loans medium-term medium-term Port Authority, Port Foundation medium-term medium-term Port Authority, Port TIGERgrant medium-term Timeframe short-term short-term long-term Potential Funding Supporting CDFI funding/New Market Tax CDFI funding/New Market Tax CDFI funding/New Market Tax American Development Fund American Development Fund American Development Fund Credits/Pennsylvania New Credits/Pennsylvania New Credits/Pennsylvania New (Regional Center) (Regional Center) (Regional Center) Port AuthorityPort Port AuthorityPort CDBG/PHFA Sources SOUTH HILLS JUNCTION $20,500,000(site prep) $10,700,000 (site prep) + $12,750,000(retail) + + $19,000,000 (retail) + $2,500,000 (community $700,000(site prep) + $8,000,000 (housing) center) +$9,000,000 $9,000,000 (housing Estimated Cost $6,000,000 $300,000 $50,000 $50,000 $25,000 $15,000 (housing) 100 IMPLEMENTATION