Southwestern Pennsylvania Commission Minutes of the Meeting of June 26, 2017 – 4:30 p.m. Two Chatham Center ● Suite 400 ● 112 Washington Place ● Pittsburgh, PA 15219
The one hundred twenty-fifth meeting of the Southwestern Pennsylvania Commission was called to order by Chairman Chuck Anderson.
Members present were: Tony Amadio, Charles Anderson, Michael Baker, Alan Blahovec, Kevin Boozel, Scott Bricker, Bob Brooks, Daniel C. Camp, III, Tom Ceraso, Gina Cerilli, Dave Coder, Jack Cohen, Steve Craig, David Donahoe, Sandy Egley, Rich Fitzgerald, James Foringer, Kimberly Geyer, Joe Grata, Kelly Gray, Richard Hadley, Lynn Heckman, Charles Jones, Jr., Fred Junko, Ted Kopas, Clifford Levine, David Lohr, Robert Macey, Larry Maggi, Jeff Marshall, Robbie Matesic, Kevin McCullough, Amy McKinney, David Miller, Erin Molchany, Leslie Osche, Johnna Pro, Mavis Rainey, Jim Ritzman, Rodney Ruddock, Aurora Sharrard, Harlan Shober, Michael Silvestri, George Skamai, Byron Stauffer, Jr., Jim Struzzi, Archie Trader, Diana Irey Vaughan, Vincent Vicites, Dan Vogler, Christopher Wheat, Angela Zimmerlink, and Blair Zimmerman.
Others: Senator James Brewster; Senator Jay Costa; Representative Marc Gergley; Representative Bill Kortz; Ann Ogoreuc, Allegheny County Economic Development; Ken Zapinski, Allegheny Conference on Community Development; Angela Saunders, PennDOT District 12; Jason Rigone, Westmoreland County Industrial Development Corporation; Amie Downs and Austin Davis, Allegheny County; Michael Boyd, Wilkins Township Commissioners; Grant Ervin, City of Pittsburgh; Theresa Clift, Tribune Review; Nick Paradise, Kennywood Park; Margaret Krauss, WESA; Tom Lench, Citizen; Ed Blazina, Post- Gazette; Mark Gordon, Butler County; Scott Harshman, Three Rivers Marine & Rail; Joe Kirk, Construction Legislative Council; Jon Kasitz, Citizen; Don David, West Mifflin Borough; Robert Baum, Wilson Baum Agency; Ronald Angerman, Citizen; Pat Cloonan, Herald-Standard; Maury Burgwin, Mon Yough Area Chamber of Commerce; Christopher Whitlatch, Mon Valley Alliance; Jim Smith, Economic Growth Connection; Chad Amond, Westmoreland County Chamber of Commerce, Anthony Castellone, ASCE Pittsburgh; Keith Johnson, Gannett Fleming; Ron Engerman, Citizen; and William Petrucci, HDR.
Staff: Jim Hassinger, Kirk Brethauer, Dan Alwine, Dom D’Andrea, Linda Duffy, Chuck Imbrogno, Vince Massaro, Shannon O’Connell, Dee Pamplin, Doug Smith, Abby Stark, Kathy Stefani, Kay Tomko, David Totten, Lew Villotti and Andy Waple.
1. Chairman Anderson called to order the June 26, 2017 meeting of the Southwestern Pennsylvania Commission
Chairman Anderson called for a Roll Call of SPC Commissioners in attendance. Mr. Massaro, Secretary- Treasurer for the Southwestern Pennsylvania Corporation, called the roll call of Commissioners resulting in 53 Commissioners present, including 7 via conference call.
a. Quorum – There being a quorum present the meeting proceeded. b. Any Conflict of Interest Declarations on Action Items – None.
2. Action on Minutes of the March 20, 2017 Meeting
A motion was made to approve the minutes of the March 20, 2017 meeting by Commissioner Steve Craig which was seconded by Erin Molchany. The affirmative vote was unanimous.
3. Public Comment
Chairman Anderson asked that members of the public, who had signed in to speak, to please keep comments to three minutes.
Michael Boyd, Wilkins Township Board of Commissioners – spoke against the amendment – unanimously opposed to the Mon-Fayette Expressway project; spoke at March meeting as well; comments attached.
Joe Kirk, representing Construction Legislative Council in Western Pennsylvania – spoke for the amendment; the Council is unanimously in favor of the Mon-Fayette Expressway project.
Maury Burgwin, President, Mon Yough Chamber of Commerce – Spoke for the amendment - Mon- Fayette Expressway will yield economic development in Mon Valley due to available sites/parcels; comments attached.
Dan Davis, representing West Mifflin Borough – Spoke for the amendments - support Mon-Fayette Expressway; economic development benefits; in favor of Mon-Fayette Expressway.
Robert Baum, representing himself, a businessman in McKeesport – spoke in favor of the amendment; McKeesport residents and businesses need the Mon-Fayette Expressway.
Ron Engerman, representing himself, a citizen from McKeesport – spoke in favor of the amendment - Mon Valley has been short changed; Mon-Fayette Expressway is important to Valley.
Chad Amond, Chair of SPC’s PPP for Westmoreland County – representing Westmoreland County Chamber of Commerce - spoke in favor of the amendment; lack of transportation investments hurting the Eastern suburbs; to stop now does not make sense.
Christopher Whitlatch, CEO, Mon Valley Alliance – Spoke in favor of the amendment - promise was made to connect Mon Valley to region by completing Mon-Fayette Expressway.
Jim Smith, President and CEO, Economic Growth Connection – spoke in favor of the amendment; companies struggle to move product, comments attached.
Jason Rigone, Executive Director, Westmoreland County Industrial Development Corporation – spoke in favor of the amendment; supports Mon-Fayette Expressway.
Scott Harshman, Government Relations at Three Rivers Marine and Rail Terminals – spoke in favor of the amendment - applaud SPC for recognizing freight and having a vision for transportation in southwestern Pennsylvania; Mon-Fayette Expressway is vital to support freight.
2 All written comments submitted at today’s meeting are attached to these Minutes.
Chairman Anderson welcomed two new members to the Commission – David Donahoe, Interim CEO, representing Port Authority of Allegheny County and Alan Blahovec, Executive Director, Westmoreland County Transit Authority, representing the Transit Operators. Alan is the new chairman of the Transit Operators’ Committee.
4. Status Report on Mon-Fayette Expressway – Doug Smith
Mr. Smith recapped the project proposed by the Turnpike Commission and reviewed the recent project timeline. He also provided updates on activities since the actions related to this project were tabled at the March Commission meeting.
The Commissioners were sent links via email of input received on the Mon/Fayette Expressway: 1. Correspondence between PTC and SPC on Mon/Fayette Expressway; 2. Comments/Correspondence Received after the Close of Public Comment on the Mon/Fayette Expressway and 3. Media Articles on the Mon/Fayette Expressway. All correspondence and comments can be found on SPC’s website at http://www.spcregion.org/misc/
Doug reviewed the maps that the Turnpike has used to show the Mon-Fayette Expressway and Southern Beltway projects. The primary purpose of the project is to bring economic development and revitalization to the Mon Valley by connecting the three east-west interstates (I-68, I-70 and I-76/376) with a north- south highway connection. The map indicated which sections have been completed, what is currently under construction, and what remains to be completed. As some of the speakers noted, the system when complete, would create a beltway around the southern part of Pittsburgh and provide additional resiliency and redundancy to the roadway network in the event that there were problems with some of the pieces of critical infrastructure through the urban core including the Squirrel Hill and Fort Pitt Tunnels and the Fort Pitt Bridge.
Prior to Act 89, this project had stalled because of a lack of funding. As part of Act 89, the legislature dedicated funding to the Turnpike Commission for the purpose of these expansion projects. We were contacted in June 2015 by the Turnpike Commission as they were restarting this project and were asked to coordinate in terms of a Long Range Transportation Plan amendment, air quality conformity testing and other outreach. Since that time, there have been a number of things that have happened including a number of public outreach meetings by both the Turnpike Commission and by our own staff. The Turnpike submitted their financial strategy in December 2016 illustrating how they intended to pay for the project. Subsequent to that, SPC conducted a 30-day public review and comment period. Turnpike Commission staff were also here in January to give the Commission a briefing in advance of that public comment period. In March, the two associated resolutions were tabled in order to provide time for gathering additional information.
Doug noted some key points that Commissioners asked for clarification on in March.
• EIS/ROD reevaluation includes updated traffic projections and confirmation of purpose and need • Air quality analyses consistent with current federal regulations and guidance • Project schedule (ability to expedite) is largely a function of funding/cash flow, but also considers construction industry capacity • PTC funding and projects are established by the General Assembly and the Pennsylvania Turnpike Commission and cannot be repurposed without legislative action
3 Doug also noted that since March, the Port Authority completed a feasibility analysis of an extension of the East Busway, so while the original highway alignment along the Mon River is no longer part of the proposed project, there is potential to serve that transportation movement in the future with an extension of the East Busway and a multimodal connection between the Busway and the MFE. This is one of the alternatives that was studied by the Port Authority.
Michael Silvestri commented that based on the original map, he feels that the section of the Southern Beltway that is not completed yet would have the biggest impact for improving access to the airport. What can the Commission do to advance the final piece of the Southern Beltway (I-79 to the existing Mon-Fayette Expressway)? Doug said that the Turnpike Commission has indicated that their plan is to address that section of the Southern Beltway after the Mon-Fayette Expressway and that that section is further behind in terms of the engineering process.
Clifford Levine asked if the extension of the busway is part of the project that we are voting on today. Doug answered that it is not. SPC was able to get some additional FTA planning funds and pass those through to Port Authority to be able to do that study, but it is a completely separate and distinct project. It was mentioned only because it was a recent development in the area of this project that happened since March.
5. Old Business – Doug Smith
Chairman Anderson asked for a motion to take from the table Resolutions 2-17 and 3-17. Mr. Fitzgerald moved to take from the table Resolutions 2-17 and 3-17 and Mr. Macey seconded. Mr. Anderson opened discussion on the resolutions among the Commissioners.
Aurora Sharrard – Expressed that approval would be a poor decision by SPC as the Turnpike has not answered any of the questions directly to the SPC Commissioners.
David Miller – SPC asked legitimate questions on length of time to build, job creation and traffic, but did not get answers from the Turnpike and they should be held accountable.
Bob Macey – The Mon-Fayette Expressway will open the Mon Valley as other highway projects have done for other areas; urged thinking of future of Mon Valley people and employers – move forward.
Joe Grata – look at North Shore Expressway and Crosstown Expressway and I-279 Parkway North – look at what has happened; population and economic development; dropping the Mon-Fayette Expressway now would be a mistake.
Clifford Levine – transportation design has changed; SPC must think about changes in future; agrees the region must work as a team; will support Mon-Fayette Expressway with reservations; wants SPC to look at connecting with other transportation systems.
Jim Struzzi – this is an important project and he supports it; knows its importance from being with both PennDOT Districts 10 and 11.
Chairman Anderson called for a Roll Call Vote of the voting Commission Members on the current motion to take from the table Resolutions 2-17 and 3-17. Mr. Massaro, Secretary-Treasurer for the Southwestern Pennsylvania Corporation, called the roll call vote, which resulted in 47 Yea votes and 4 Nay votes. The motion passed.
4 a. Action on Resolution 2-17 to Make a Finding of Air Quality Conformity on Mapping the Future: The Southwestern PA Plan and the 2017-2020 Transportation Improvement Program
This finding of Air Quality Conformity is as presented at the Commission Meeting on March 20th. The conformity finding includes all projects in the 2017-2020 TIP including the Mon-Fayette Expressway and the I-79 Widening Project as presented.
Mr. Smith wanted to make clear that air quality conformity testing is done on the entire Plan and the entire TIP as a package, not on individual projects. This resolution signifies that air quality conformity testing was done according to federal regulations and that if these two projects are added to the Long Range Plan, the Plan would still meet the air quality conformity budgets that have been established.
A motion to approve Resolution 2-17 was made by Commissioner Fitzgerald and seconded by Bob Macey. No comments were made. The motion passed unanimously.
b. Action on Resolution 3-17 to Amend Mapping the Future: The Southwestern PA Plan and 2017- 2020 Transportation Improvement Program
This amendment adds the Mon-Fayette Expressway and the I-79 Widening Project to the Plan and TIP as presented at the meeting on March 20th.
Mr. Smith said that this resolution amends the Plan and TIP to include the two projects.
Mr. Macey moved to approve Resolution 3-17 and Mr. Maggi seconded.
Rich Fitzgerald – Agrees with Clifford Levine that we need to work together and support the amendment at this time to use the money in the region; we also need to look at the future of transportation and new technologies.
Vince Vicites – Has been a proponent for regionalism for many years; need to finish Mon-Fayette Expressway; completion of Mon-Fayette Expressway will connect the region, and especially help the southern part of the region.
David Lohr – It is SPC’s responsibility to look at the future especially autonomous vehicles; while we don’t know what all future transportation will look like, completion of Mon-Fayette Expressway will benefit the region.
David Miller – Wanted to make clear his objection was due to the inadequate response from Turnpike; they need to present more and better information to SPC; need to hold Turnpike accountable; need to stand together as a region.
Leslie Osche – Came with open mind today; agrees Mon Valley needs help; concerned that final portion of Southern Beltway to I-79 not be left behind; all pieces of Southern Beltway are needed; since $16 million already invested on the table, Mon-Fayette Expressway should continue.
Aurora Sharrard – I don’t have a political affiliation and not elected to public office; I don’t have to make a deal, so I can call a spade a spade; the Mon-Fayette Expressway is not a good project; hold those who bring projects before SPC accountable; does not think we will get what we have been promised.
Kim Geyer – SPC received a letter from 11 legislators of the House of Representatives that the Turnpike Commission did not have the statutory authority to move forward with this project; did SPC follow up on
5 this? Concerned what Act 185 outlined that Turnpike could do; need some answers if Turnpike is allowed to proceed with the project.
Doug Smith – Acknowledged there was disagreement among legislators and others about the project but staff understanding is that the project is authorized.
Chairman Anderson called for a Roll Call Vote of the voting Commission Members. Mr. Massaro, Secretary-Treasurer for the Southwestern Pennsylvania Corporation, called the roll call vote which resulted in 47 Yea votes and 4 Nay votes. The motion passed.
Senator Brewster (on telephone) Thanked SPC on behalf of himself and fellow legislators who support the project.
6. Report on Public Comment Period Response for Air Quality Conformity Determination and proposed Amendments to Mapping the Future: The Southwestern PA Plan and the 2017-2020 Transportation Improvement Program (TIP) for the I-79 Widening and State Route 28 Betterment Project – Doug Smith
Mr. Smith clarified that since there was some concern surrounding the Mon-Fayette Expressway project independent of the I-79 project, SPC conducted a separate additional 30-day public comment period about the I-79 project so that project, which has not been controversial, would be able to move forward even if the combined I-79/Mon-Fayette resolutions were not passed. PennDOT District 11-0 is also advancing a betterment project on Route 28 that necessitated a major TIP amendment and a 30-day public comment period. This project does not impact air quality conformity. There is some additional work that is being added to the scope of that project, some significant bridge work, that has resulted in a cost increase. The magnitude of that change is $13 million. We did not receive any public comment on this project. We did get three comments in support of the I-79 project and there was an additional comment that expressed concern that the widening didn’t go far enough and felt that there needs to be three lanes in each direction between Bridgeville and Washington.
Aurora Sharrard – Expressed concern that there were only 4 comments on a $30 million project. Did SPC use social media? Doug said just to be clear, the I-79 project action went through public comment twice because we did it in combination with the Mon-Fayette and we had two public meetings associated with that. The Route 28 project, we didn’t expect a lot of public comment because it’s a maintenance project and it’s just adding some additional bridge work to the scope. We put these out through our Public Participation Panel notices, we send it out to all the board members, and we put it on our website and social media. The public comment periods are advertised on our Facebook page.
Chairman Anderson said just for the record the Mon Valley piece, we received 166 comments total. 132 were positive and there were 34 that were negative. Basically an 80/20 split.
7. Removed from the Agenda.
8. Removed from the Agenda.
9. Action on Resolution 6-17 to Amend the 2017-2020 Transportation Improvement Program (TIP) to include the State Route 28 Betterment Project. – Doug Smith
Mr. Smith said this is the action to amend the current TIP to increase funding for the Route 28 Betterment project. There was no public opposition to that. Again, this is a rehabilitation/ maintenance project with additional work being added to the scope of the project.
6 A motion to approve Resolution 6-17 was made by Commissioner Craig and Commissioner Ruddock seconded. The motion was approved unanimously.
10. Action on Resolution 7-17 to Amend the Region’s 2016-2018 Unified Planning Work Program – Doug Smith
Mr. Smith said that periodically SPC has opportunity to take advantage of some additional planning funding from PennDOT. In this case SPC is able to secure some additional planning funding for the fiscal year that will begin July 1st in order to do a couple of corridor studies. In Lawrence County, we are able to get $80,000 in federal highway planning money that will be matched by Lawrence County and Shenango Township to study State Route 65 and US 422. This is a direct outgrowth of the Lawrence County Comprehensive Plan and the Shenango Township Municipal Comprehensive Plan which identified these corridors as high priority growth corridors. The other study is in Washington County and will include $200,000 in additional federal planning funds that will be matched by the county and the municipalities in the area. This area is around I-79, Peters Township, Cecil Township, Canonsburg, and the North Strabane area and will look at a number of intersections in that area. There has been a lot of growth and development there and there have been numerous traffic impact studies done here and there for different developments. The idea behind this study is to pull all that information together into one comprehensive look.
Michael Silvestri thanked the staff and PennDOT for all their efforts to try to get this project going.
A motion to approve Resolution 7-17 was made by Commissioner Craig and seconded by Commissioner Silvestri. The motion was approved unanimously.
11. Action on Resolution 8-17 to Approve and Endorse the Region’s Area Development Project Priority Listing and Authorize Submission of an Application for Funds – Lew Villotti
Mr. Villotti explained that this is our annual submission of projects for ARC funds.
ARC Project Evaluation • ARC grant programs are competitive • Projects are evaluated and ranked by SPC’s Economic Development Strategy Committee • Recommendation to the Commission, which is you. The Commission passes the resolution and makes a recommendation to DCED and the State. The State goes through a very similar process with the 7 LDDs who all defend their projects. Those projects are submitted by recommendation by DCED to ARC for funding. • ARC is not obligated to adhere to ranking, but it is “strongly considered”. If all the projects fall in line and all the information is there ready to go, the projects move as submitted. • Committee ranks ARC projects in two categories: • Sec. 201 Local Access Road projects • Sec. 214 Construction and Sec. 302 Non-Construction projects
Sec. 214 Construction and Sec. 302 Non-Construction 1. Schaeffer Intermediate School Construction Project (Allegheny County): Provide a world-class non-union plumber training facility for the entire Southwestern Pennsylvania region (including Allegheny County and the six (6) counties directly surrounding). This second phase of work will pay for various upgrades on the interior and exterior of the building. ($120,000) 2. 12th to 13th Street Waterline Replacement Project (Beaver County): Replace the potable waterline between 12th and 13th streets to provide uninterrupted water service and fire protection to the only current business hub in Midland Borough, PA. ($53,000)
7
3. Fayette County Business Accelerator Expansion Feasibility Study & Business Plan (Fayette County): Perform a feasibility study and business plan to solicit additional funding and resources to expand the services provided by a collegiate business accelerator to include a more diverse group of entrepreneurs that will generate additional start-up businesses. ($17,500)
Sec. 201 Local Access Road Project 1. Zelienople Revitalization and Economic Development Project, Phase 2 (Butler County): Provide upgrades to the several critical infrastructure systems along Main Street in the Borough of Zelienople. ($250,000)
A motion was made to approve Resolution 8-17 by Commissioner Egley which was seconded by Commissioner Zimmerlink. The affirmative vote was unanimous.
12. Action on Resolution 9-17 to Adopt a Meeting Schedule for FY 2017-2018 – Jim Hassinger
Dr. Hassinger reported that this is the proposed schedule for a full range of meetings for the Commission. We are particularly interested in the Commission’s schedules so we can advertise to the public when the meetings are coming up.
A motion was made to approve Resolution 9-17 by Commissioner Osche which was seconded by Ms. Matesic. The affirmative vote was unanimous.
13. Action on Resolution 10-17 to Endorse “Seven Principles for a Better Transportation Future” – Jim Hassinger
A handout was provided by the Allegheny Conference and was distributed to the members. Mr. Hassinger said these are recommended principles that summarize aspirations for future transportation in the region. As previously referenced by Ken Zapinski of the Conference in our last meeting, we have been asked to endorse the principles. He also pointed out that these principles are consistent with the region’s adopted vision statement, the sixteen policy goals, and strategies in Mapping the Future: the Southwestern PA Plan. • Principle 1: Optimize existing assets • Principle 2: Prioritize connections to jobs and education • Principle 3: Embrace new operating models • Principle 4: Make flexible, future-proof investments • Principle 5: Adopt best management practices • Principle 6: Provide multiple mobility options • Principle 7: Operate as an integrated system
A motion was made to approve Resolution 9-17 by Commissioner Amadio which was seconded by Commissioner Craig.
Larry Maggi – served on the committee; the principles go in line with what SPC has on the region’s Long Range Plan.
Blair Zimmerman – The principles are common sense; not complicated and easily understandable.
8 Aurora Sharrard – layer the principles into SPC’s Long Range Plan; wish they were used for the Mon- Fayette Expressway project.
Rich Fitzgerald – RTA brought 10 counties together with the city of Pittsburgh and the business community; good planning and best practices are important and go hand in hand. He also has some other ideas about future planning work that he plans to share with the Commission soon.
The affirmative vote was unanimous.
14. Financial Report – Vince Massaro
Vince reported for the period July 1, 2016 to April 30, 2017. Total project related revenues on the updated approved budget are $11,840,863; actual and encumbered to date - $8,863,158 or 75% of the budget recognized. On the expenditure side is $11,840,863 budgeted, actual and encumbered to date $8,863,158 or 75% of the budget recognized to date. Financials are in good shape. Good cash flow. Contracts have been signed. At the next meeting in July we should have the June 30th report. The financial report was accepted as presented.
15. Staff Report/Other Business/Announcements – Jim Hassinger
Next Meeting Date – July 31st
16. New Business – None
17. Adjourn
Commissioner Junko motioned to adjourn the meeting and Commissioner Lohr seconded. The affirmative vote was unanimous. There being no further business to come before the Commission, the meeting adjourned at 6:30 p.m.
Respectfully Submitted,
Rich Fitzgerald Secretary-Treasurer
9 - .
I am speaking this afternoon to reiterate that the Wilkins Township Board of Commissioners is
unanimously opposed to the current Mon-Fayette Expressway project. We believe that this
project should not be included on the SPC's 2017-2020 TIP. The range of impacts and costs that
the project presents far outweigh its benefits, and we feel that the challenge it is meant to address
-connectivity for the Mon Valley -could be dealt with in other ways. I spoke at the March SPC
meeting to highlight the myriad concerns that I and the Wilkins board have about the project ItW \,\t>IJI' including increased traffic on Routes 22 and 376, loss of'fucal roads such as Thompson Run
Road, increased air and noise pollution, loss of residential and commercial property, residential
property value decline, and loss of municipal and school district tax base. Earlier this year our
board met with four or five PTC engineers to discuss our concerns -the engineers indicated
quite clearly at the meeting that they were unable, @ft 'bh• ttt Deg,to address any of the
items we presented . Our township's residents would thus be significantly impacted by the Mon-
Fayette Expressway , but would not, for the most part, gain new useful connectivity given that the ) expressway would connect two outer suburban communities.
Today I would like to make a few additional observations about the proposed project on this \'\$ basic idea -that tB&-benefits and burdens 6f 'tRis 13rojeet are inequitably distributed along its path.
For example, in Turtle Creek,just south of Wilkins Township, the expressway would eliminate
Penn Plaza, a shopping center that features businesses such as a Children's Hospital Primary
Care Center, a small grocer, and a dollar store. Thb; shopping destination is very important to
nearby residents of Turtle Creek and Wilkins, particularly those that do not own cars. I
frequently see residents walking along Larimer and Lower Rodi Roads with shopping bags, and
bulldozing the plaza to make way for the expressway would disproportionately affect residents in . '
that area that need to walk to purchase food and other necessities as well as access healthcare.
Eliminating the plaza would also place a significant burden on Turtle Creek and the Woodland ('.}J G1\JG 'J\,...s Hills School District by reducing the tax base of each -particularly the ate r•o&cl,.
funding for local schools, our district, which already has a fairly high millage rate, is constantly
facing budgetary challenges.
The Eastmont neighborhood of Wilkins Township presents another example of the
disproportionate burden brought by this project. The expressway would run just to the east of
this neighborhood in a valley , and the residents living there would experience the brunt of the
noise and air pollution that would come with it. Eastmont is already sandwiched between Routes
22 and 376, and I feel that bounding the neighborhood by yet another highway asks its residents \/a \) (1) to take on a significant burden from an infrastructure project that mEei,.- es not provide f-'\ l> I with tangible benefits. It also seems inequitable to ask Mon Valley residents to
purchase an EZ Pass transponder and pay tolls to access improved transportation infrastructure.
If improvements were instead made to existing state roads, residents in that part of our region
would be able to use those roads without reaching into their wallets.
The Mon-Fayette Expressway feels like -and literally is -an infrastructure project from many
decades ago. The needs of our region and younger generations are changing, and investments of Lt o'f\1 1 this magnitude should reflect those shifts. Given the Pii+A*; =3 Cl':M.. completion date for the project, o\'\.. I 1'-'/ it should reflect where we think we will be in twentyf'years, not where we were decades ago -a IN vote for this project seems like a vote for nostalgia not forward thinking. tJ Wilkins we are
looking ahead and, with the county's help, working to improve our pedestrian , bicycle, and
transit infrastructure -this task, by the way, would be notably more difficult if a new highway
cuts through our township. The notion that this is the single answer to the Mon Valley's
transportation needs is quite clearly false and represents uncreative, convergent thinking. Myriad
alternatives that are less impactful and less expensive exist and should be actively explored to
. improve our regional transportation sysWilkins Township Board of Commissioners
believes that the Mon-Fayette Expressway should not be placed on the 2017-2020 TIP, and that
the SPC should continue to discuss alternatives with our state legislature. Good afternoon Chairman Anderson and members of the Southwestern
Pennsylvania Commission. My name is Jim Smith and I am the President & CEO of the Economic Growth Connection of Westmoreland . EGC is the private-sector economic development entity in Westmoreland County, and is made up of a Board of Directors representing leaders of the biggest companies in the County - companies that employee tens of thousands of people. m
support business activity in many other parts of the region. These companies continue to struggle to move product from east to west, to attract talent from other parts of the region, and to access the International Airport. ·. es- .. bottlenecks helditig back.growth. As Iam sure that I don't have to remind anyone on this committee, cities and counties don't compete nationally, we compete as a region. , . The idea of CilR=i i=Awti to a regional transportation solution that would make the movement of goods, services, and people easier and more efficient from east to west and vice versa is not new. It was recognized in the early 1990s that existing . physical deficiencies of area roadways impede efficient movement of goods and services through the area. In fact, in 1997,
by Sen. Jack Wagner who invited a group of national site selection consultants and local stakeholders to discuss how the Pittsburgh region could be more competitive. Many different issues were discussed, but one was highlighted. It ii ""- l; / was stressed by multiple' consultants that Pittsburgh needed a beltway . They indicated that this critically missing component would continue to hold the region back from growth. Sen. Wagner assured them that we would have a beltway within the next 10 years, to which we as a group were told that we would lose a tremendous amount of investment during t t time. Here we are 20 years later, and we still have parties ignoring wisdom-, the of national experts that have the ability to bring jobs to the region. A-rid wl 19? reU=tifl§J 1T1orc tl"la1 1 self-ii 1te1est. Wl'TM can we -trade orr ii 1 tl=lc future that will help nie 1 1ow? I would submit to you that it 1s tbis type of shortsighted, small 1T1i11ded l11i11ki119 tl1at l1olds tl"le 1egio11 back f1rnrt its t-r rue potenQ01. If this body decides to vote against the completion Mon/Fayette Expressway, then all of the much-lauded talk of regionalism will vanish and just be so much more effluent under the bridge. If that happens, if we turn our backs on i"' the collective good avor of our own self-interest fer sho1 l l81 111 yein, then even if one area wins over another in their push for small independent victories, it will be at the expense of the entire region in the future. Before we all decide to go down that path, urge that we adopt a different vision for the future. A brighter, more positive view of ourselves. A vision in which we stop competing amongst ourselves, and begin d()J .rt',.., competing with the rest of the 4'111<. The Pittsburgh region has the potential to be a leader in so many fields, and I believe that potential can be realized if we all just
work together.
In closing, I would urge the commission to fully support the completion of the
Mon/Fayette Expressway. Putting aside our differences, we can begin to face the
challenges that are very real today. The most paramount being our aging
population. The Pittsburgh region has an economic imperative to attract younger ,
talented individuals. The completion of the Mon/Fayette Expressway will 1'tJ(
....., t signal that our region understands the importance of fficiency of movement and the freedom to live,
work, and recreate where one chooses. Freedom that only infrastructure like this
can truly provide. L
a e Tl"-' l \l'? responsibility of this body is to approve projects that have regional importance,
I as you support this project and approve the funding for the Mon/Fayette
Expressway and bring us one step closer to attaining a brighter future. 4304 Walnut Street Suite 2 MON YOUGH AREA McKeesport, PA 15132 C H A M B E R O F Phone: 412.678 .2450 C O M M E R C E Fax: 412.678.2451 BUSINESS • COMMUNITY • PROSPERITY monyoughchamher.com
Southwestern Pennsylvania Commission Meeting June 26, 2017 Testimony
The Mon Yough Area Chamber of Commerce represents over 300 businesses.in the Mon Valley covering a footprint from Elizabeth to Homestead. Ijoin with many others from the Mon Valley who strongly believe that the Expressway project is the foundation for our economic future. During my 8 year tenure as President, we have worked closely with Senators Brewster and Costa and Representative Kortz to advocate for the expressways completion.
The Expressway would open the Mon Valley to business' and employment opportunities from West Elizabeth through West Homestead along the Monongahela River with over 1,000 acres of prime commercial and industrial riverfront property. It would complement our existing river and rail traffic in the region to create many development andjob opportunities.With touchdown points in West Mifflin I Dravosburg the Expressway would open the Allegheny County Airport to more opportunities for air traffic and the possibilities of air cargo.
The continuation of the Mon Fayette Expressway from Jefferson Hills to the Parkway East would create a transportation link for business' in the Mon Valley and Turtle Creek Valley region to get their product to the market place and put businesses like Kennywood on a national stage. Kennywood and American Textile as well as other major businesses in the region would become major players in their field.
A report on the Expressway project issued last August by the national transportation organization TRIP cited the creation of 20,780 permanent jobs as well as more than 5,000 annual construction jobs. I have included a copy of that report with my comments.
President, Mon Yough Area Chamber of Commerce 412-678-2450, [email protected] Resolution of Support Mon Yough Area Chamber of Commerce Mon Valley/Fayette Expressway, PA Route 51North Project
Whereas, the core justification for the Mon Valley/Fyette Expressway includes improved access in the Mon Valley essential to address ongoing conditions of economic distress that resulted from the near collapse of basic industry in the region as well as providing improved regional access to the City of Pittsburgh;
Whereas, nearly 1,000 acres of brownfield development sites including the City Center of Duquesne, Industrial Center of McKeesport, and Keystone Commons would directly benefit from improved access provided by the Expressway;
Whereas, an estimated 1,500 firms would benefit from improved access provided by the Expressway;
Whereas,the Expressway would promote economic revitalization for municipalities located along the Expressway;
Whereas, recently passed state transportation legislation includes $86 million in annual set-aside funding for the PA Turnpike Commission for advancement of expansion projects as well as a phase out of funding obligations to PennDOT under Act 44;
Whereas,the PA Turnpike Commission has utilized past set-aside funding to finance bonds for the construction of the Mon Valley/Fayette Expressway from the Pennsylvania border near 1-68 to PA Route 51in Allegheny County and for construction of the Southern Beltway from the Greater Pittsburgh International Airport to US Route 22;
Whereas, provisions of recently passed state transportation legislation provide a major opportunity to develop a financing plan for the Mon Valley/Fayette Expressway north of PA Route 51including the consideration of a public/private partnership;
Whereas,advancement of key sections of the Expressway north of PA Route 51has the potential to meet core goals of the Expressway project; and
Whereas, to ensure timely development of the Mon Valley/Fayette Expressway it is essential to pursue advancement of the Expressway north of PA Route 51in a manner consistent with the approved Federal Record of Decision (ROD) for the PA Route 51to 1-376 Mon Valley/Fayette Expressway.
Therefore, we support the actions the PA Turnpike Commission for advancement of key segments of the Mon/Fayette Expressway north of PA Route 51that will address the core economic development issues in the Mon Valley region. We urge the Southwestern Pennsylvania Commission to approve this project to move forward.
The resolution of support for the Mon Valley/Fayette Expressway, PA Route 51North Project was approved at a meeting of the Board or Directors of the Mon Yough Area Chamber of Commerce on May 17, 2017.
Maury Burgwin, President, MYAC Chuck Bennett, Chairman of the Board
Extending the Mon-Fayette Expressway and Busway East (E/BEE): Reducing Traffic Congestion, Enhancing Economic Vitality, Improving Public Safety, and Accommodating Desirable Development in the Mon Valley in the Pittsburgh Area
A report on thepotential impact of the completion of the Mon-Fayette Expressway and the extension of the Busway East in the Pittsburgh area
August 2016
Founded in 1971, TRIP ® of Washington, DC, is a nonprofit organization that researches, evaluates and distributes economic and technical data on surface transportation issues. TRIP is sponsored by insurance companies, equipment manufacturers, distributors and suppli ers; businesses involved in highway and transit engineering and construction; labor unions; and organizations concerned with efficient and safe suiface transportation.
Executive Summary
Improving the efficiency of a region's transportation system by expanding the capacity of highways, transit and intermodal facilities has been found to be an effective way to enhance economic development opportunities and improve quality of life.
• This report looks at the impact of the proposed 13-mile extension of the Mon- Fayette Expressway from PA-Route 51 to I-376 in Monroeville as proposed by the Pennsylvania Turnpike Commission.
• This report also looks at the benefit of the extension of the Martin Luther King Jr. Busway East by 2.8 miles from its current terminus in Swissvale to the extended Expressway in East Pittsburgh as a separate project.
• The proposed busway extension would include a park-and-ride lot at the Busway's junction with the Expressway. The proposed busway extension would be a separate project of the Port Authority of Allegheny County (PAT). PAT is currently undertaking a feasibility study of the busway extension.
The key fmdings of the report include:
The proposed extension of the Mon-Fayette Expressway and the extension of Busway East (E/BEE) will play a critical role in enhancing economic development opportunities in the Mon Valley by improving transportation access in the region.
• The E/BEE would extend the Mon-Fayette Expressway 13 miles from PA-Route 51 to I-376 in Monroeville and extend the Martin Luther King Jr., Busway East 2.8 miles from its current terminus in Swissvale to the extended Expressway in East Pittsburgh.
• The Expressway proposal replaces an earlier proposal that included the Expressway expansion to Monroeville and a second additional Expressway spur heading west into central Pittsburgh.
• The Federal Highway Administration is currently conducting a re-evaluation of the new Expressway proposal.
• The expanded portion of the Expressway would be a tolled highway, administered by the Pennsylvania Turnpike Commission, which also administers the existing portion of the Mon-Valley Expressway.
• The estimated cost of the Expressway is approximately $1.7 billion.
• The estimated cost of the Busway East is approximately $100 million.
1
The benefits of the Expressway completion include:
• The improvement of access and mobility in the economically distressed Mon Valley area, including industrial brownfield sites in Duquesne, McKeesport and Keystone Commons in East Pittsburgh. This would result in increased economic development opportunities along the corridor.
The completion of the entire Mon Valley Expressway system from 1- 6 8 i n W e st Virginia to 1-376 in Monroeville
The benefits of the Busway East extension include:
• The improvement of mobility between East Pittsburgh and Oakland
• Improved transit access from the proposed Expressway project north of PA Route 51 as well as completed sections south of PA Route 51.
• Significantly enhanced transit access for the Monroeville, East Pittsburgh and Duquesne areas and communities located along the Expressway and busway extension.
• Some traffic congestion relief on the Parkway East.
Extend East Busway to Mon-Fay
3m Proposed northern Existing Mon-Fay extension of Expressway Mon-Fay to Monroeville WASHINGTON
2
• Construction of the Mon-Fayette Expressway or construction of the combined Expressway and Busway (E/BEE) will significantly reduce travel time in key travel corridors in East Pittsburgh.
• The following chart indicates one-way travel times between key destinations in East Pittsburgh using the current transportation system, estimated one-way travel times with completion of either the Expressway extension or the combined Expressway/Busway extension (E/BEE) and reductions of one-way travel times as a result of improved transportation in the region:
Travel time improvements with Mon-Fayette Expressway Extension (in minutes) From/To Current With Extension Time Savings
Monroeville Convention Center I East Pittsburgh 13 20 7 East Pittsburgh / Duquesne 17 3 14 Duquesne I Monroeville Convention Center 30 10 20
Travel time improvements with E/BEE (inminutes) From/To Current With Extension Time Savings East Pittsburgh / Pittsburgh 30 20 10 Duquesne I Pittsburgh 30 20 10
• The selection of travel destinations is based on access of major Mon Valley economic assets to Monroeville. The City of Duquesne is the location of City Center Industrial Park and Keystone Commons is located in East Pittsburgh. The travel distance from Duquesne to Monroeville on existing roads is nine miles; from East Pittsburgh to Monroeville is four miles; and from East Pittsburgh to Duquesne is six miles. Existing roads include multiple traffic lights and two lane roads over and around hilly terrain that can compromise travel safety, particularly in winter months.
• Traffic congestion in the Pittsburgh urban area causes 45 million hours of delay annually -- an average of 39 hours per commuter -- at an annual cost of approximately $1 billion in the value of lost time and wasted fuel.
Completion of the Mon-Fayette Expressway and the extension of the Busway East (E/BEE) would stimulate the development of underutilized property in the Mon Valley region and significantly improve mobility and connectivity in the Mon Valley and surrounding areas, improving access to jobs for the area's residents.
• The Expressway would improve access for the 1,500 current manufacturing and related firms in the Mon Valley that employ approximately 22,000 people and help to retain and grow these companies.
3
• The Expressway would provide direct access to 1,000 acres of brownfield redevelopment sites including Duquesne City Center and Keystone Commons.
• The Expressway extension would serve as the crucial eastern leg of the Southern Beltway system.
• The Expressway would promote just-in-time production and shipping. In a survey of Mon Valley firms, 71 percent of the respondents said they would use the Expressway.
• The Expressway would increase employment by existing firms. Twenty-five percent of Mon Valley firms surveyed said they would hire additional employees if the Expressway was completed.
• The Expressway would improve access for intermodal commerce at facilities such as the Norfolk Southern Pitcairn Iutermodal Terminal.
• The E/BEE would promote community redevelopment in Mon Valley communities including infill development and transit-oriented development.
• ·Good highway access is critical for manufacturers or companies reliant on goods distribution. Of the $1.1 trillion of goods shipped annually from and to sites in Pennsylvania, 79 percent were transported by truck and 14 percent were shipped by multiple modes, including trucks.
The completion of the Mon-Fayette Expressway and the extension of the Busway East (E/BEE) would create numerous jobs during the estimated four-year construction phase as well as numerous long-term jobs created as a result of both projects.
• Based on the most recent estimate of the employment impacts of highway and transit investment generated by the Council of Economic Advisors (CEA) with the Executive Office of the President, TRIP estimates that the construction of the Expressway and Busway Extension (E/BEE) would support approximately 5,850 jobs annually in the construction and related sectors over a four-year period.
• The following chart provides employment estimates during the four-year construction period anticipated for completing the Expressway and Busway extensions.
- ·······,.- ·,.·---··· ...... -..-....,... ""''"""""" ---- A n n u al J obs Created ...... · ...... ------.-.-----..--·- . "'" ------··--· .------·- . ,... -· .. ·-·--·---- ...... Total Construction Cost (Over 4-Year Period) Construction of Mon-Fayette Expressway Extension $1.7 Billion 5,525 Construction of Busway East Extension $100 Million 325 Construction of E/BEE $1.8 Billion 5,850
4
• Based on the Transportation Research Board's extensive analysis of the impact of improved transportation access on employment, TRIP estimates that the completion of the E/BEE would result in the creation of approximately 20,880 long-term jobs: including 12,960 long-term jobs along the E/BEE corridor and approximately 7,920 jobs outside of the E/BEE corridor.
• The following chart provides estimates of long-term jobs created by the completion of the E/BEE:
Long-Term Jobs Long-Term Jobs Total Long-Term Created in Corridor Created Outside Corridor Jobs Created Construction of Mon-Fayette Expressway Extension 12,240 7,480 19 ,720 Construction of Busway East Extension 720 440 1, 16 0 Construction of E/BEE 12,960 7,920 20,880
The need for the Mon-Fayette Expressway was born of the historic and unprecedented economic challenges encountered by the Mon River corridor.
• Fifty years ago, the Mon Valley suffered the shutdown of the US Steel Donora Works, the first integrated steel mill in the United States to close. In the mid- 1980s, the entire corridor saw the near-collapse of basic manufacturing.
• While there has been significant economic progress in Pittsburgh and southwestern Pennsylvania , the ramifications of the economic losses in the 1960s and 1980s still reverberate in the Mon Valley.
• The improved access provided by the E/BEE will be crucial to the redevelopment of Mon Valley communities and will attract and promote economic development in the region.
According to a 2012 national report, "Interactions Between Transportation Capacity, Economic Systems and Land Use," prepared by the Strategic Highway Research Program for the Transportation Research Board, improved access as a result of highway and transit capacity expansions provides numerous regional economic benefits. Those benefits include higher employment rates, higher land value, additional tax revenue, increased intensity of economic activity, increased land prices, and additional construction as a result of the intensified use.
• The report, reviewed 100 projects, costing a minimum of $10 million, which expanded transportation capacity either to relieve congestion or enhance access.
• The projects analyzed in the report were completed no later than 2005 and included a wide variety of urban and rural projects, including the expansion or addition of major highways, beltways, connectors, bypasses, bridges, interchanges, industrial access roads, intermodal freight terminals and intermodal passenger terminals.
5
• The expanded capacity provided by the projects resulted in improved access, which resulted in reduced travel-related costs, faster and more reliable travel, greater travel speeds, improved reliability, and increased travel volume.
• The report found that improved transportation access benefits a region by: enhancing the desirability of an area for living, working or recreating, thus increasing its land value; increasing building construction in a region due to increased desirability for homes and businesses; increasing employment as a result of increased private and commercial land use; and, increasing tax revenue as a result of increased property taxes, increased employment and increased consumption, which increases sales tax collection.
• The report found that benefits of a transportation capacity expansion unfolded over several years and that the extent of the benefits were impacted by other factors including: the presence of complementary infrastructure such as water, sewer and telecommunications; local land use policy; the local economic and business climate; and, whether the expanded capacity was integrated with other public investment and development efforts.
• For every $1 million spent on urban highway or intermodal expansion, the report estimated that an average of 7.2 local, long-term jobs were created at nearby locations as a result of improved access. An additional 4.4 jobs were created outside the local area, including businesses that supplied local businesses or otherwise benefited from the increased regional economic activity.
• The report found that highway and intermodal capacity projects in urban areas created a greater number of long-term jobs than in rural areas, largely due to the more robust economic environment and greater density in urban communities. The efficiency of a region's transportation system, particularly its highways, is critical to the state's economy. Businesses are increasingly reliant on an efficient and reliable transportation system to move products and services. A key component in business efficiency and success is the level and ease of access to customers, markets, materials and workers. • Businesses have responded to improved communications and greater competition by moving from a push-style distribution system, which relies on low-cost movement of bulk commodities and large-scale warehousing, to a pull-style distribution system, which relies on smaller, more strategic and time-sensitive movement of goods.
• Increasingly, companies are looking at the quality of a region's transportation system when deciding where to re-locate or expand. Regions with congested or poorly maintained roads may see businesses relocate to areas with a smoother, more efficient and more modem transportation system.
6
• Highway accessibility was ranked the number two site selection factor behind only the availability of skilled labor in a 2015 survey of corporate executives by Area Development Magazine .
• The Federal Highway Administration estimates that each dollar spent on road, highway and bridge improvements results in an average benefit of $5.20 in the form of reduced vehicle maintenance costs, reduced delays, reduced fuel consumption, improved safety, reduced road and bridge maintenance costs and reduced emissions as a result of improved traffic flow.
7
Introduction
A region's surface transportation system -its freeways, roads, bridges and transit
systems -- plays a critical role in providing and maintaining a community's quality of
life. Together these elements of a regional transportation system allow business to
operate and people to pursue numerous activities including getting to and from work,
attending school, shopping, going to sports events and visiting friends. To meet a
community's mobility needs, it is essential that the local transportation system provide
adequate personal and commercial mobility and access, while enhancing public safety.
This report looks at the impact of the proposed extension of the Mon-Fayette
Expressway proposed by the PA Turnpike Commission and the extension of the Busway
East to connect to the extended Expressway (E/BEE). While documenting the benefits
of the Expressway extension as a separate project, the report will also explore the added
value of extending the Martin Luther King Jr. Busway to a proposed Expressway
interchange in east Pittsburgh. The report also looks at the challenges faced in the Mon
Valley region and the anticipated benefits of completion of the E/BEE as well as the
impact of traffic congestion in the Pittsburgh area.
The Mon-Fayette Expressway Project
The proposed extension of the Mon-Fayette Expressway will play a critical role in
relieving regional traffic congestion and improving transportation reliability for motorists
and commercial trucks in the area's congested east-west corridor.
8
Traffic congestion is a significant burden in the Pittsburgh urban area, causing 45
million hours of delay annually -- an average of 39 hours per commuter -- at an annual
cost of approximately $1 billion in the form of lost time and wasted fuel. 1 A lack of
adequate transportation access in the Mon Valley area also reduces the potential for the
region's economic growth.
The proposed E/BEE would extend the Mon-Fayette Expressway 13 miles from
PA-Route 51 to I-376 in Monroeville and extend the Martin Luther J$.ing Jr. Busway East
by 2.8 miles from its current terminus in Swissvale to the extended Expressway in East
2 Pittsburgh.
The E/BEE proposal replaces an earlier proposal that included the currently
proposed Expressway expansion to Monroeville and a second additional Expressway spur
heading west into central Pittsburgh, but did not include an expansion of the Busway to
connect with the Expressway. The estimated cost of the E/BEE is approximately $1.8
billion.
The expanded portion of the Expressway would be a tolled highway, administered
by the Pennsylvania Turnpike Commission, which also administers the existing portion
of the Mon-Valley Expressway.
The Expressway extension would increase access and mobility in the
economically distressed Mon Valley area, including industrial brownfield sites in
Duquesne, McKeesport and Keystone Commons in East Pittsburgh, resulting in increased
economic development opportunities in the corridor.
9 Chart 1. The Proposed Mon-Fayette Expressway Extension
East Pittsburgh/North Versailles Monroeville East Pittsburgh Parkway East (1-376) McKeesport Blvd (SR 2037)/Route 30
PITCAIRN PITTSB
WAll
Dravosburg Camp Hollow RD (SR 2043)/ Pittsburgh McKeesport Blvd (SR 2045)
BAt.DWIN BOROUGI<
Jefferson Hills/Clairton Route 51
IU p rlNSl'IP
LEGEND
0 Proposed Full Interchange V Proposed Half Interchange l-70to PA 51 PA Sl to 1-376
Source: Pennsylvania Turnpike Commission
10 Construction of the Mon-Fayette Expressway or construction of the combined
Expressway and Busway (E/BEE) would significantly reduce travel time in key travel
corridors in East Pittsburgh.
The following chart indicates one-way travel times between key destinations in
East Pittsburgh using the current transportation system, estimated one-way travel times
with completion of either the Expressway extension or the combined
Expressway/Busway extension (E/BEE) and reductions on one-way travel as a result of
improved transportation in the region:
Chart 2. Travel Time Improvements as a Result of Completion of the Mon-Fayette Expressway and Busway East Extension (in minutes)
------·- - - -· - -,------Travel time i mprovements with Mon-Fayette Expressway Extension (in minutes)
From/To Current With Extension Time Savings
Monroeville Convention Center I East Pittsburgh 20 7 13 East Pittsburgh / Duquesne 17 3 14 Duquesne / Monroeville Convention Center 30 10 20
.... --···-""'"""""'" ""------·- ·-···- .. ----···· TraveIt1me 1mprovements w1th E/BEE (1n m1nutes) i ;
From/To Current With Extension Time Savings
East Pittsburgh / Pittsburgh 30 20 10 Duquesne I Pittsburgh 30 20 10 Source: TRIP analysis of Mon Valley Alliance estimates
The selection of travel destinations is based on access of major Mon Valley
economic assets to Monroeville. The City of Duquesne is the location of City Center
Industrial Park and Keystone Commons is located in East Pittsburgh. The travel distance
from Duquesne to Monroeville on existing roads is nine miles; from East Pittsburgh to
Monroeville is four miles; and from East Pittsburgh to Duquesne is six miles. Existing
roads include multiple traffic lights and two lane roads over and around hilly terrain that
can compromise travel safety, particularly in winter months.
11
The Expressway extension would also complete the entire Mon Valley
Expressway system from I-68 in West Virginia to I-376 in Monroeville. The E/BEE
would also include a park-and-ride lot at the Busway's junction with the Expressway ,
improving public transit access in East Pittsburgh.
Chart 3. The Proposed Mon-Fayette Expressway/Busway East Extension (E/BEE)
Extend East Busway to Mon-Fay
'lml Proposed
northern Existing Mon-Fay extension of Expressway Mon-Fay to Monroeville WASHIN GTON
Source: Construction Legislative Council
The Economic Benefits of the Expressway and Busway Extension
The completion of the Mon-Valley Expressway and the possible extension of the
Busway East would stimulate the development of underutilized property in the Mon
Valley region, creating more local jobs . The extensions will also significantly improve
mobility and connectivity in the Mon Valley and surrounding areas, improving access to
jobs for the area's residents.
12
The need for the Mon-Fayette Expressway was born of the historic and
unprecedented economic challenges encountered in the Mon River corridor. Fifty years
ago, the mid-Mon Valley suffered the shutdown of the US Steel Donora Works, the first
integrated steel mill in the United States to close. And, by the mid-1980s, the entire
corridor saw a near-collapse of basic manufacturing.
While there has been significant economic progress in Pittsburgh and
southwestern Pennsylvania, the ramifications of a significant loss of steel and other
manufacturing industries from the 1960s through the 1980s caused significant economic
hardship in the Mon Valley from which the region has not fully recovered.
The Expressway and Busway extensions would improve access for the 1,500
current manufacturing and related firms in the Mon Valley that employ approximately
3 22,000 people and help to retain and grow these companies.
The Expressway extension would also provide direct access to 1,000 acres of
brownfield redevelopment sites in the region, including Duquesne City Center and
4 Keystone Commons.
The Expressway extension would also serve as the crucial eastern leg of the
Southern Beltway system. The Expressway extension would promote just-in-time
production and shipping and increase employment by existing firms. A survey of Mon
Valley firms found that 71 percent of the firms would use the Expressway. 5 Twenty-five
percent of Mon Valley firms surveyed said they would hire additional employees if the
6 Mon-Valley Expressway was completed. •
The E/BEE would also improve access for intermodal commerce at facilities such
as the Norfolk Southern Pitcairn Intermodal Terminal and promote community
13 '
redevelopment in Mon Valley communities including infill development and transit-
oriented development.
Based on the most recent estimate of the employment impacts of highway and
transit investment generated by the Council of Economic Advisors (CEA) with the
Executive Office of the President, TRIP estimates that the construction of the
Expressway and Busway Extension (E/BEE) would support approximately 5,850 jobs
7 annually in the construction and related sectors over a four-year period.
The following chart provides employment estimates during the four-year
construction period anticipated for completing the Expressway and Busway extensions:
Chart 4. The Impact of the Mon-Fayette Expressway/Busway East Extension (E/BEE) on Short- t e r m e m ployment. .... - ·------·------.--..------.------· - Annual Jobs Created ----·---.. -·--·-·· ...... -··· .-. .,-- ·- -··-··-..---- . ------.------·--· . "".- - .--- ... """""--·-·-·--···· . .····-···--···· . ------·.-- - Total Construction Cost (Over 4-Year Period) Construction of Mon-Fayette Expressway Extension $1.7 Billion 5,525 Construction of Busway East Extension $100 Million 325
Construction of E/BEE $1.8 Billion 5,850
Source: TRIP Estimate Based Council of Economic Advisers Employment Estimates
Based on the Transportation Research Board's extensive analysis of the impact of
improved transportation access on employment, TRIP estimates that the completion of
the E/BEE would result in the creation of approximately 20,880 long-term jobs: including
12,960 long-term jobs along the E/BEE corridor and approximately 7,920 jobs outside of
8 the E/BEE corridors.
The following chart provides estimates oflong-term jobs created by the
completion of the E/BEE:
14 Chart 5. The Impact of the Mon-Fayette Expressway/Busway East Extensions (E/BEE). on Long-term employment.
------. ------"' LE_-t. .r:._!1:5.. ---on_ E.Jobs _ -- on Tei:_'!l Created in Corridor Created Outside Corrid Jobs Created Construction of Mon-Fayette Expressway Extension 12,240 7,480 19,720 Construction of Busway East Extension 720 440 1,160 Construction of E/BEE 12,960 7,920 20,880 Source: TRIP Estimate Based Council of Economic Advisers Employment Estimates
Good highway access is critical for manufacturers or companies reliant on goods
distribution. Of the $1.1 trillion of goods shipped annually from and to sites in
Pennsylvania, 79 percent were transported by truck and 14 percent were shipped by
9 multiple modes, including trucks.
Importance of Transportation to Economic Growth
Today's culture of business demands that an area have well-maintained and
efficient roads, highways and bridges if it is to remain economically competitive. Global
communications and the impact of free trade in North America and elsewhere have
resulted in a significant increase in freight movement, making the quality of a region's
transportation system a key component in a business's ability to compete locally,
nationally and internationally.
Businesses have responded to improved communications and the need to cut costs
with a variety of innovations including just-in-time delivery, increased small package
delivery, demand-side inventory management and e-commerce. The result of these
changes has been a significant improvement in logistics efficiency as firms move from a
15 push-style distribution system, which relies on large-scale warehousing of materials, to a
pull-style distribution system, which relies on smaller, more strategic movement of
goods. These improvements have made mobile inventories the norm, resulting in the
nation's trucks literally becoming rolling warehouses.
Highways are vitally important to continued economic development in the
Pittsburgh area. As the economy expands, creating more jobs and increasing consumer
confidence, the demand for consumer and business products grows. In turn,
manufacturers ship greater quantities of goods to market to meet this demand, a process
that adds to truck traffic on a region's highways and major arterial roads.
Local, regional and state economic performance is improved when a region 's
surface transportation system is expanded or repaired. This improvement comes as a
result of the initial job creation and increased employment created over the long-term
because of improved access, reduced transport costs and improved safety. Highway
accessibility was ranked the number two site selection factor behind only the availability
of skilled labor in a 2015 survey of corporate executives by Area Development
10 Magazine.
The cost of road and bridge improvements is more than offset by the reduction of
user costs associated with driving on rough roads, the improvement in business
productivity, the reduction in delays and the improvement in traffic safety. The Federal
Highway Administration estimates that each dollar spent on road, highway and bridge
improvements results in an average benefit of $5.20 in the form ofreduced vehicle
maintenance costs, reduced delays, reduced fuel consumption , improved safety, reduced
16 I'
road and bridge maintenance costs and reduced emissions as a result of improved traffic
1 1 flow.
Study on Impact of U.S.Highway Capacity Additions
A national report that studied the economic results of 100 highway capacity
expansion projects provides significant new insights into how enhancing regional
mobility provides long-term economic benefits. The 2012 report, "Interactions Between
Transportation Capacity, Economic Systems and Land Use," was prepared by the
Strategic Highway Research Program for the Transportation Research Board, which is a
program of the National Academy of Sciences. The report reviewed 100 projects, costing
a minimum of $10 million and completed no later than 2005, which expanded
transportation capacity either to relieve congestion or enhance access.
The projects were carefully selected to ensure a wide range of project types and
land use settings and included a wide variety of urban and rural projects, including the
provision or expansion of intercity highways, local access roads, interchanges, bridges,
bypasses and intermodal facilities. The projects reviewed expanded or added major
highways, beltways, connectors, bypasses, bridges, interchanges, industrial access roads,
intermodal freight terminals, and intermodal passenger terminals. The expanded capacity
provided by the projects resulted in improved access, which resulted in reduced travel-
related costs, faster and more reliable travel, greater travel speeds, improved reliability
and increased travel volume.
17 r
The report found that improved transportation access as a result of capacity
expansion benefits a region by: enhancing the desirability of an area for living, working
or recreating, thus increasing its land value; increasing building construction in a region
due to increased desirability for homes and businesses; increasing employment as a result
of increased private and commercial land use; and, increasing tax revenue as a result of
increased property taxes, increased employment and increased consumption, which
12 increases sales tax collection.
According to the report, "transportation projects lead to multifaceted forms of
economic development impact, which may include effects on employment, income, land
13 use, property values or business construction."
The benefits of a transportation capacity expansion unfolded over several years
and the extent of the benefits was impacted by other factors, including: the presence of
complimentary infrastructure such as water, sewer and telecommunications; local land
use policy; the local economic and business climate; and, whether the expanded capacity
was integrated with other public investment and development efforts. "Insome cases, an
area with a higher growth trend may tend to be better positioned to take advantage of new
14 highway connections or capacity," the report found.
The report provided estimates on the average number oflong-term jobs created as
a result of increased transportation capacity, both within the local area and outside of the
immediate area of the improved access. For every $1 million spent on increased
transportation capacity, the report estimated that an average of seven local, long-term
jobs were created at nearby locations as a result of improved access. An additional 4.2
18
jobs outside the local area were created, including businesses that supplied local
15 businesses or otherwise benefited from the increased regional economic activity.
Highway and other intermodal capacity projects in urban areas created a greater
number oflong-term jobs than in rural areas, largely due to the more robust economic
environment and greater density in urban communities. 16 Every $1 million spent on
urban highway or intermodal expansion projects was found to result in an additional 7.2
local long-term jobs and an additional 4.4 non-local, long-term jobs, while every $1
million spent on rural highway or intermodal expansion projects was found to result in an
17 additional 2.9 local, long-term jobs and an additional 1.6 non-local, long-term jobs.
Conclusion
Enhancing the quality oflife in the economically distressed Mon Valley area
remains a critical goal in Southwestern Pennsylvania. A region that improves the
efficiency of its transportation system benefits from a significant improvement in
regional economic competitiveness, which results in increased employment, higher land
value and related economic benefits.
The proposed extension of the Mon-Fayette Expressway and the Martin Luther
King Jr., Busway East in East Pittsburgh has the potential to transform the economy of
the Mon Valley region by significantly improving transportation access in the
economically distressed area. These improvements in the region's transportation network
will enhance the efficiency oflocal businesses, which will result in a significant
expansion in employment and attract new development to brownfield sites in the region.
19
Moving forward with the E/BEE will be a critical step in completing the economic and
social recovery of the Mon Valley region.
#It#
20 Endnotes
1 Texas Transportation Institute (2016). 2015 Urban Mobility Scorecard. http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents /ums/congestion-data/pittsburgh.pdf
2 Construction Legislative Council (2015). Transportation Action Plan: Connecting People and Places. P. 9. 3Ibid. 4 Ibid. 5 Ibid. 6 Mon Valley Progress Council (2014). Expressway/Busway East Extension (E/BEE). 7 TRlP estimate based on Council of Economic Advisers transportation investment impact on employment. http://www.whitehouse.gov/blog/2011/09/09/ameri can-jobs-act-state-state . 8 TRIP estimate based on Transportation Research Board of long-term jobs created by completion of transportation access improvements. 9 TRIP analysis of Bureau of Transportation Statistics, U.S. Department of Transportation. 2012 Commodity Flow Survey, State Summaries. 10 Area Development Magazine (2014). 28th Annual Survey of Corporate Executives: Availability of Skilled Labor New Top Priority. . http://www.areadevelopment.com/Cot :porate-Consultants-Survey- Results/0l-20 l 4/28th-Cor:porate-Executive-RE-survey-results-657498 l .shtml?Page=2 11 FHWA estimate based on its analysis of 2006 data. For more information on FHWA's cost-benefit analysis of highway investment, see the 2008 Status of the Nation's Highways, Bridges, and Transit: Conditions and Performance. 12 Strategic Highway Research Program (2012). Transportation Research Board. "Interactions Between Transportation Capacity, Economic Systems and Land Use." P. 17. 13 Strategic Highway Research Program (2012). Transportation Research Board . "Interactions Between Transportation Capacity, Economic Systems and Land Use." P. 1. 14 Strategic Highway Research Program (2012). Transportation Research Board. "Interactions Between Transportation Capacity, Economic Systems and Land Use." P. 11.
15 Strategic Highway Research Program (2012). Transportation Research Board. "Interactions Between Transportation Capacity, Economic Systems and Land Use." P. 22. Additional employment estimates were provided in response to a TRIP request.
16 Strategic Highway Research Program (2012). Transportation Research Board. "Interactions Between Transportation Capacity, Economic Systems and Land Use." P. 8.
17 Strategic Highway Research Program (2012). Transportation Research Board. "Interactions Between Transportation Capacity, Economic Systems and Land Use." P. 22. Additional employment estimates were provided in response to a TRlP request.
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Southwestern Pennsylvania Commission Southwestern Pennsylvania Commission ALLEGHENY • ARMSTRONG • BEAVER • BUTLER • FAYETTE • GREENE • INDIANA • LAWRENCE • PITTSBURGH • WASHINGTON • WESTMORELAND Welcome Microphone Instructions:
• Push button to talk • Mic is ON when RED light is lit • Push button again when finished Please speak directly into the mic Thank You! July 31, 2017 Note: System allows 4 mics to be in use at one time
Southwestern Pennsylvania Commission July 31, 2017 Southwestern Pennsylvania Commission July 31, 2017 Agenda Item No. 1 Agenda Item No. 2
Call to Order Presentation a. Quorum Joseph A. James Memorial b. Conflict of Interest Declarations Excellence in Local Government Achievement Award to Bryan K. Dehart Brighton Township Manager
Joseph A. James Memorial Excellence in Local Government Southwestern Pennsylvania Achievement Award Commission
Recognizes a municipal government appointed or Presents the elected official in any local government, agency, or Council of Government for a lifetime of exemplary governance or management; improving JJpAJoseph A. James Memorial professionalism in municipal government; making a significant contribution to municipal government Excellence in Local Government services; providing an outstanding service or facility; and innovation or outstanding leadership Achievement Award in a local government in a local government cause. to Joe James, a noted scholar with the University of Pittsburgh's Graduate School of Public and International Affairs, was a lifelong advocate for Bryan K. Dehart intergovernmental cooperation and professionalism in local government. July 31, 2017
1 Southwestern Pennsylvania Commission July 31, 2017 Southwestern Pennsylvania Commission July 31, 2017 Agenda Item No. 3 Agenda Item No. 4 Public Comment Action • We ask that everyone wishing to address the Commission be signed in on the Public Comment Meeting Minutes Sign-In sheet June 26, 2017 • OtOut of respect tf for everyone’ s ti me, pl ease k eep your comments to three (3) minutes Thank You!
Southwestern Pennsylvania Commission July 31, 2017 Agenda Item No. 5 SPC STAFF PROFILE Staff Profile Cody Nolen Transportation Planner Operations & Safety Cody Nolen Transportation Planner Operations and Safety
Background and Education Background and Education Hometown: New Kensington, Pennsylvania B.S. Regional Planning: Indiana University of Pennsylvania
Military Police Sergeant: Pennsylvania Army National Guard
High School: Calvary Baptist Academy| Butler, PA In‐home Sales Consultant: Renewal by Andersen
2 SPC Tasks and Responsibilities: CMP SPC Tasks and Responsibilities: CMP •Currently •Started January, 2017 monitoring 104 •Maintain and Update corridors Congestion Management Process •Collect data •Actively manage CMP in tthroughhrough INRIX accordance with Long Range Plan’s vision and and Bluetooth goals deployments
•Provides potential mitigation strategies to •Determine optimize corridor delay, travel improvements and revitalize existing infrastructure time, reliability
Corridorwide SPC Tasks and Responsibilities: RSA/COPS EXPECTED FREQUENCY EXPECTED SEVERITY RISK RATING Occasional Medium High D OBSERVATIONS: Developments along the corridor have excessive access to Rodi Road and lack Road Safety Audits •State Route 119, connectivity between parcels resulting in unnecessary congestion and safety concerns for are the formal safety Youngwood Borough(D12) vehicles entering and exiting. performance examination of an •Business Route 422, Kittanning (D10) Existing Access existing or future road Road oorr inintersectiontersection by aann •Rodi Rd, Penn Hills(D11) i independent, Rod multidisciplinary team. Too many access Hoover Road points in a short RSAs allow for the distance distance and no and no interinter‐‐parcel parcel prioritization of safe connections or multimodal networks service roads
Figure 15: Corridorwide: Access Management
Corridorwide Preferred Access Management Strategies SPC Tasks and Responsibilities Provide Assistance with:
•Regional Traffic Signal Program
•Traffic Incident Management SUGGESTIONS: CONSIDERATIONS: • Create an access management ordinance. • PennDOT Model Access Management • Combine/consolidate driveways and interconnect existing parcels. Ordinances for Municipalities. • Improve internal circulation within larger developments and provide • PennDOT Pub 731. better connections to the local street network. • Create an official map for future roadways as development continues. •Intelligent Transportation Systems • Require Traffic Impact Studies (TIS) for projects along local roads.
Figure 16: Corridorwide: Access Management Strategies
3 Outside of Work Outside of Work
TaJane Julien
Southwestern Pennsylvania Commission July 31, 2017 SPC STAFF PROFILE Agenda Item No. 6 Financial Report
Cody Nolen Transportation Planner
THANK YOU!
Southwestern Pennsylvania Commission July 31, 2017 Southwestern Pennsylvania Commission July 31, 2017 Agenda Item No. 6 Agenda Item No. 7
For the period July 1, 2016 to June 30, 2017
Updated Actual and Percent of Update Revenues Approved Encumbered to Date Budget Budget
Total Project Related Revenues $11,840,863 $10,334,792 87.28% Bus Rapid Transit (BRT) Project Total Revenues $11,840,863 $10,334,792 87.28%
Updated Actual and Percent of Expenditures Approved Encumbered to Date Budget Budget
Total Project Expenditures $11,840,863 $10,334,792 87.28% Total Expenditures $11,840,863 $10,334,792 87.28%
4 BUS RAPID TRANSIT PROJECT Presentation Overview DOWNTOWN – UPTOWN – OAKLAND – EAST END • What is BRT? Project Overview • Defining the Problem SPC Commission Meeting • Defining Alternatives July 31 st, 2017 • Review of Public Engggagement • Project Details Justin Miller, AICP Principal Transportation Planner • Next Steps Department of Mobility and Infrastructure, City of Pittsburgh
Amy Silbermann, LEED AP, AICP • Q & A Senior Analyst Department of Planning and Evaluation, Port Authority of Allegheny County
What is Bus Rapid Transit (BRT)? Defining the Problem upgraded stations w/ • Buses can be slow and unpredictable due to inconsistent traffic and passenger real-time arrival info upgraded pedestrian loads and fare payment options amenities smarter parking • Leads to significant overcrowding, gaps in service, and negatively impacts on time management performance
specially branded signal priority electric for BRT buses economic dedicated lane nearby bike development opportunities for BRT amenities
Data Visualization: Mark Egge, http://bunching.github.io
Today’s Oakland buses are slow & Service Analyses – What’s a priority for unpredictable transit service? Layover Facilitie PAAC Busway Routes 21.8 s Transfers
Average PAAC Bus 12.8 Frequenc42 service y Reeabtliabilit Bike 10 options analyzed Walking y Distanc e Oakland Buses Average Peak Hr 8.9 across 15 Station Facilitie Walk 3.2 s Scheduling Travel Ease metricsSimplicity 0 5 10 15 20 25 Time Average Speed (mph)
1 Bus Rapid Transit Ridership Analysis, U.S. Department of Transportation, FTA, 2005. Page 9. https://www.nbrti.org/docs/pdf/WestStart_BRT_Ridership_Analysis_Final.pdf *Who's On Board 2016. Transit Center. https://transitcenter.org/publications/whos-on-board-2016/
5 Community Outreach
• 19 Community meetings • Online survey with almost 2,000 responses • Numerous interviews with key stakeholders TOTAL = 2, 750 poitints o fif inpu t
Roadway Improvements BRT Stats
• Average travel time between Oakland and Downtown: 10 minutes • 31,000+ weekday BRT riders expected • More than all of Port Authority’s light rail riders • 81 Stations • 14.5 Miles of BRT Route (one direction) • Around 8 Miles of Bus Lanes (two directions) • Full Street Reconstruction of Fifth and Forbes in Uptown
Project Funding – Anticipated Next Steps Sources FTA Small Starts FTA Formula Funds (bus procurement) SUMMER/EARLY FALL 2017 City of Pittsburgh (stations) Allegheny County • Finalize updated cost estimates Smart Spines (Federal) CMAQ (Signals & Station) • Submit request to be included in FTA Annual Report on funding State Grant (Planning) State Budget recommendations in September TRID • Adding the project to the Fiscally Constrained portion 1% 3% of the Long Range Transportation Plan after 2% 4% conclilusion of fthbli the public comment peri idod
8%
9% FALL/WINTER 2017-2018
50% • Fare policy and service specifics • Curb access and traffic movements 13% 2019-2020 10% • Design, Engineering, Construction
6 Southwestern Pennsylvania Commission July 31, 2017 Agenda Item No. 8 Committee Reports Q& A
Southwestern Pennsylvania Commission July 31, 2017 Southwestern Pennsylvania Commission July 31, 2017 Agenda Item No. 9 Agenda Item No. 10 Overview Staff Report Other Business/Announcements
Comments Received as Part of 2019 • Next Meeting Date—September 25, TlYTwelve Year P rogram U UdtOthpdate Outreach 2017 by State Transportation Commissioners Robert Pease Sharon Knoll Edward Cernic
Southwestern Pennsylvania Commission July 31, 2017 Southwestern Pennsylvania Commission Agenda Item No. 11 ALLEGHENY • ARMSTRONG • BEAVER • BUTLER • FAYETTE • GREENE • INDIANA • LAWRENCE • PITTSBURGH • WASHINGTON • WESTMORELAND
New Business
July 31, 2017
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