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December 1993

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December 1993 PITTSBURGH HISTORY & LANDMARKS FOUNDATION 1 STATION SQ STE 450 PITTSBURGH PA I52I9-1 I7O Address Correction Requested Published for the members of the Pittsburgh History & l¿ndmarks Foundation No. 132 December 1993 . Publications Feature Pittsburgh's Architecture, Rivers & People . The South Side: Securing Its Progress . Landmarks: A Positive Force in Pittsburgh's Life . Pittsburgh Architecture: On Porches The New Bridge Do We Need a Bridge? \ Monongahela Riuer Landmarks has, in the last two years, been in the posi- Neu Bridge tion of striving for excellence in a project that, from our Norrb viewpoint, has basic faults. Vy'e refer to the new Port Authority busway bridge that is to cross the Monongahela River, cross Station Square at the east edge of its Phase II development, and proceed along and through Mount Washington. The total cost of the new busway project alter- ations to the Parkway, new bridge, access ramps,- Vy'abash tunnel, and busway itself- is expected to be at least $250 million. Construction is expected to begin in 1994 with completion in 1991. The new bridge will carry only buses and high occupancy vehicles (HOVs). 'We have recommended that the idea of a new bridge be abandoned as unnecessary and as detrimental to Station Square's development and overall amenity, to the spatial effect along the Monongahela River, and to the visual quality of the historic buildings across the river downtown. Unnecessary, in that the rebuilt, three- lane Smithfield Street Bridge (to be completed in 1994) and the Panhandle Light Rail Bridge, if paved, could handle the bus and car traffic anticipated. (The Panhandle Light Rail Bridge is now used only by the rail STRÉET cars, but Landmarks is proposing that the bridge surface *ll-.^ry9 be repaved to allow use by buses as well as light rail. Furthermore, we have always advocated extending the Light Rail to the Airport, via railroad rights-of-way on the Conrail or Montour lines.) And detrimental to our development for obvious reasons: visual bisection of Station Square, noise, headlight glare, fumes, and dreary tilasbington overshadowing or view-blocking of the lower levels of our buildings. The bridge approach across our property is not The complica,ted separation of gra.de-leuel bus trøffic and Wabash Tunnel bus o.nd HOV traffic. itself apt to be the only sinner visually, furthermore. Prouision is made on this pløn for a. connection to the Station Square Light Røil stcttion. Navigational clearance requirements prohibit any kind of structure beneath the bridge deck, and the Coast Guard is against the kind of mid-river pier that allowed thus the bridge becomes a heavier overhead presence. the two low, Iight spans of the Smithfield Street Bridge The HOVs must have their own entrances and exits: on to be built in 1883. Tows tend to switch from the north the Station Square side necessitating a climb to the to the south side of the channel where the new bridge is Vy'abash Tunnel, l0 feet above Station Square level. to go, and the Coast Guard thus has extra reason for Beginning this climb on our property would be intolera- forbidding a midstream pier. ble in our new development, and a circuitous approach This, however, means a superstructure that is bound on the far side of Carson Street has been worked out. to be tall and therefore threatens to dwarf the waterfront The expense of accommodating HOVs will be in the buildings along Fort Pitt Boulevard and First Avenue, millions: the bridge, the approaches, the Tunnel remod- and to obstruct the views from nearby Station Square eling, and a way out of the Tunnel at the other end. All buildings as well as making difficulties for the Gateway this money to be spent when we have seen little car- Clipper operation that the right-of-way crosses. Again, it pooling practiced around Pittsburgh. Furthermore, the bisects the fine space between the Fort Pitt and dedicated bus bridge wanted by the Port Authority is Smithfield Street Bridges. To give an idea of the heights lost. (But PAT is still in charge of the bridge, presum- of the main span structures under consideration, both are ably, and can limit the number of HOVs by establishing How the basket-ha.nd.Ie arch uould look. ln town about 50 feet taller than the Sheraton, which is 130 feet the minimum number of passengers allowed, thus keep- the bridge "touches dousn'o neør the end of Market high, and both screen the view more or less with main ing the bus lanes relatively unclogged.) Street. structural members and a mesh of cables. One improvement that may result from develop- ment of the new bridge is that the Parkway outbound The Car Complication toward the east along Fort Pitt Boulevard may be low- The Pon Authority originally saw the bridge as ered and the Mon Wharf turned into a roadway and exclusively for its bus routes south ofthe Triangle, park; then Fort Pitt Boulevard roadways, both eastbound avoiding for example the notorious Green Tree Hill, pro- and westbound, will be relocated side by side rather than moting reliability and speed. The Authority sees the traf- having the present noisy gaps between the lanes. fic mixture on the Smithfield Street Bridge as frustrating this effort. Good Relations The later introduction of HOVs private cars, in We admit that the human side of the situation has other words, that are supposed to carry- three or more been gratifying. Since the matter arose, Landmarks has people has created complications, however, and ones been treated as a major concerned party, and has 'We that we -believe are unjustified by the traffic likely to attended many public and private meetings. have appear. An HOV lane adds greatly to the width of the experienced one ofthe most cooperative public efforts bridge, because of both the lane itself and the broad areas of separation from the bus lanes along the sides; (continued on page 12) Hou the cable-støyed, bridge would. loolt. Page 2 PHLF News . December 1993 ffiNEV/S TnnxK You, In Memoriam ConpoRATE MpNISERS Landmarks was saddened at the death, on September 14, 1993, of Miles Span, l6-year member and long-time trustee of our organi- zation.In the earliest and most precarious days of Station Square, Miles Span wholeheartedly supported the project. He served on our Your contributions helped the Pittsburgh History Ec Audit Committee for 15 years, and attended many of Landmarks' Landmarks Foundation: events throughout the years. A former Monroeville councilman, he a TEACH more than 10,000 students, teachers, and adults about was attending Council when he collapsed of a heart attack. Pittsburgh's history and architecture r) COMPLETE the restoration of 34 low-income housing units owned [\ew Members in 1993 and operated by the Northside Tenants Reorganization on Brighton joined the Píttsburgh Place, California Avenue, and Brighton Road Just ouer 360 people, businesses, and organizations 'a PRO\TDE technical assisrance to the 30 neighborhood organizations Hístory & Landmarks Foundationin 1993. We greatly appreciate the that are members of the Pittsburgh Community Reinvestment Group support of our new members, and welcome their participation in our a WORK with local lending institurions ro ensure that lending special eaents, education progranxs, and historic preseruation programs. programs and products are available to meet the needs of inner-city Land,marlts' members creüte a strong collectiue aoice ín support of historic residents preseruation in the Pittsburgh regíon. a CREATE a conceptual master landscape plan for the Neville House of c. L785 in Collier Township Vicki Adler Greater Houston Preservation Mr. & Mrs. Thomas W. I DEVELOP a major preservation library for Landmarks' members Jeannine L. Amos Alliance O'Connor and friends Lillian L. Amuso Our Lady of Sacred Heart Bruce E. Hails a CONTRIBUTE to the Greater Pittsburgh economy and visitor High School Timothy Paul Bach Mark R. Hamilton industry through Station Square, a project of the Pittsburgh History Andrew I. Bailey Roberta Hanna Dona Pastore & Landmarks Foundation Jennifer Baldauf-Shorthouse James Harland and family Esther S. Persky Keith J. Beer Franco Harris Dan Petkovich Leo and Karen Beil Jennifer C. Haugen Stephen A. Pfouts and family t993 CoRpoRRt¡, MErvrsERs Robert Bennett Leon Haynes Pittsburgh Technical Institute Margie Benson James H. Herndon, M.D. Vera A. Purnell Benefactors Dick Corporation Meyer Berger Helen Hightower B.J. Rayburg Bell Atlantic Mobile Systems Duquesne Light Company Margaret Berry Eileen M. Hilko Real Estate Enterprises Blue Cross of Süestern PA Dynamet Foundation Patricia Bilock Jane Hill Mr. & Mrs. William H. Reed Dollar Bank Earth Science Consultants Bloomfield Preservation & Holiday Park School Margaret Rees Entrée Magazine Elkem Metals Heritage Society, Inc. H. William and Janet E. Holtz Paula R. Rhodes Graham Realty Figg Engineering Rev. Wesley Blaha Kimberly Holzerland Mr. & Mrs. Paul Riber Mackin Engineering FirstSouth Savings & Loan Minnette B. Boesel Lisa Hrynda Frank P. Hess & Company, Inc. Laura C. Ricketts Mylan Laboratories, Inc. Daniel L. Bonk Elizabeth S. Hurtt Pittsburgh High Tech Council The Gateway Engineers Edward R. Bosley III Veronica M. Rocks, Esq. PNC Bank Great American Federal Dolores E. Bowler Ross Jennings Bernd P. Rose Hawbaker Maddigan & Partne¡s Pittsburgh Steelers Sports, Inc. Mrs. Fred C. Brady Robert S. Johnston Charles L. Rosenblum & Higgins of PA, Inc. Russell, Rea,Zappala & Gomulka Johnson Todd D. Brant Shirley G. Johnston Michelle Rothert SmithKline Beecham Schmidt & Associates Johnson Ronald A. Briskey Cheryl Johovich Mrs. Fanell Rubenstein TCI of Pennsylvania, Inc. Kirkpatrick & Lockhart Kathleen and Warren Jones Alison Rushford Landmarks Design Associates Melvin M. Brooks Patrons L. B. Foster Company Jean Brown Alina Lao Keebler Saint Vincent College Armstrong Group of Companies LCI International Donna B.
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