Then & Now: Terminal Way Bridge

Last month’s look back at the 40th Street Bridge wrapped up the Allegheny River watershed portion of our 10-year anniversary Then & Now series. This month, we start revisiting bridges in the Monongahela River watershed.

The Terminal Way Bridge – now called The Highline – is unique in the Pittsburgh bridges I’ve walked as it is not a through-way. It is an elevated passage that connects five buildings of a former large warehouse operation. The bridge was previously a car road and parking lot. Pure speculation based on the small factoids and selection of historic photos on the Highline website suggests that at one time, this road was were good were loaded onto local delivery vehicles. Now, it is closed to all vehicular traffic and is instead an outdoor amenity space, exclusively for pedestrians and bicyclists.

While I walked over the bridge multiple times before the renovation, I was never inspired to take a photo of the parking lot that it was. I did, however, take photos of it from below which are still able to show the change from car parking to planters. They also show the change from former warehouse to a place poised to become a hip place is town.

Keeping an Eye on the CAP: Public Art

Introduction

At the November 2021 ribbon cutting for the Frankie Pace Park on the CAP, Governor Wolf said, “A great injustice was done in the ’50s and this is finally a way to address that injustice.” He was referring to Pittsburgh’s poster child Urban Renewal project that demolished thousands of homes and businesses that once formed the physical infrastructure of a community whose members were predominantly Black, poor, or both. The buildings of the Lower Hill neighborhood were demolished, and the people dispersed to make way for the Civic Arena, a cultural amenity for the wealthy and White featuring opera performances. This erasure of community was followed in the early 1960s by the construction of a moat between the Lower Hill and downtown for the I-579 freeway, also known as the Crosstown Boulevard. The CAP now covers that moat and provides an educational park (and a pedestrian connection between downtown and the Penguins arena).

In addition to the infrastructure restitching the physical gap between downtown and the Lower Hill, the public art installed throughout the park aims to at least partially stitch the cultural gap that is one of the legacies of Urban Renewal and other segregationist policies. An educational display tells the stories of Frankie Pace, a 20th century activist for the Hill District neighborhoods of Pittsburgh, and Martin Delany, an abolitionist, journalist, and doctor in 19th century Pittsburgh. Throughout the park, proverbs of African heritage are etched on the walls and on metal blocks as reflective as Chicago’s Cloud Gate.

Below is a slideshow of some of the public art in the park. At the end of the post, there are links to all the previous posts in the series.


The Photos


The Map


The Series

Keeping an Eye on the CAP: Wayfinding

Keeping an Eye on the CAP: Aug. 2022

Keeping an Eye on the CAP: Ribbon Cutting

Keeping an Eye on the CAP: Nov. 2021

Keeping an Eye on the CAP: May 2021

Keeping an Eye on the CAP: Dec. 2020

Keeping an Eye on the CAP: Jun. 2020

Keeping an Eye on the CAP: Dec. 2019

Keeping an Eye on Uptown: Introduction

Keeping an Eye on the CAP: Wayfinding

Introduction

When I first explored the interior of the Frankie Pace Park, I was surprised by the wayfinding approach. A series of signs are posted throughout the site describing different features of the park, such as the rain garden. The surprising part was the choice of a Black girl narrator who wants you to join her as you journey through the park. It felt like the intended audience is elementary school-aged children. Given the park’s location adjacent to the tallest office skyscrapers downtown, adjacent to the first new building to be built on the Lower Hill – another office building, and kitty-corner-ish to the Penguins hockey arena, children seem to be a very small percentage of the prospective users of the park.


The CAP is a project in Pittsburgh “fixing the mistakes” of Urban Renewal. The Crosstown Blvd was built in the 1960s creating a freeway in a canyon dividing the Lower Hill neighborhood from downtown. The Lower Hill neighborhood, formerly predominantly poor and black, had already been demolished by this point to make way for the Civic Arena and other cultural amenities that were never built.

The CAP is a park on a bridge built over the Crosstown Blvd and is intended to reconnect downtown and the Lower Hill, while the Lower Hill is being rebuilt by the Penguins hockey team. Construction began in June 2019 and was completed in November 2021.


Below is a slideshow of these wayfinding signs. At the end of the post, there are links to all the previous posts in the series.


The Photos


The Map


The Series

Keeping an Eye on the CAP: Aug. 2022

Keeping an Eye on the CAP: Ribbon Cutting

Keeping an Eye on the CAP: Nov. 2021

Keeping an Eye on the CAP: May 2021

Keeping an Eye on the CAP: Dec. 2020

Keeping an Eye on the CAP: Jun. 2020

Keeping an Eye on the CAP: Dec. 2019

Keeping an Eye on Uptown: Introduction

Keeping an Eye on the CAP: Aug. 2022

Introduction

This week, I took a lunch-time walk through the new Frankie Pace Park to see what the completed CAP project looks like and how it is used. There were two men sleeping on benches in the park and a handful of other people walking the paths singly or in pairs. Prior to 2020, I would have interpreted this as a failure of the park to attract users because any green space downtown between 12 and 1 was always full of people. However, in the continuing fallout of the pandemic, a handful of people walking or using the seats is typical even of the parks that you used to need to arrive before 11:59 if you wanted to find a seat to eat your lunch.

The CAP is a project in Pittsburgh “fixing the mistakes” of Urban Renewal. The Crosstown Blvd was built in the 1960s creating a freeway in a canyon dividing the Lower Hill neighborhood from downtown. The Lower Hill neighborhood, formerly predominantly poor and black, had already been demolished by this point to make way for the Civic Arena and other cultural amenities that were never built.

The CAP is a park on a bridge built over the Crosstown Blvd and is intended to reconnect downtown and the Lower Hill, while the Lower Hill is being rebuilt by the Penguins hockey team. Construction began in June 2019 and was completed in November 2021.

Below is a side-by-side comparison of the four corners of the CAP from November 2019 when I first started this photographic series and from my August 2022 walk. At the end of the post, there are links to all the previous posts in the series.

The Photos


The Map


The Series

Keeping an Eye on the CAP: Ribbon Cutting

Keeping an Eye on the CAP: Nov. 2021

Keeping an Eye on the CAP: May 2021

Keeping an Eye on the CAP: Dec. 2020

Keeping an Eye on the CAP: Jun. 2020

Keeping an Eye on the CAP: Dec. 2019

Keeping an Eye on Uptown: Introduction

Bridge Collapse: Six Months Later

There was a lot of news about the bridge this month. PennDOT and the Mayor’s office held a press conference on Monday to announce that the bridge may be completed before the end of the year. This unusually fast pace is because construction is underway while the design is still being worked out. Inspired by the event, I went to Frick Park after work and explored the view of the bridge from the northern approach along the Tranquil Trail.

While the news is good for the Fern Hollow Bridge reconstruction, there were hiccups this month on the Swindell and Port Authority bridges.

Below is a slideshow of photos from my hike this month followed by the news updates on the Fern Hollow Bridge and other bridge maintenance and replacement efforts in Pittsburgh and Allegheny County.

  • The beams for the new Fern Hollow Bridge are being delivered to the site two per day, generating excitement on news and social media. (WTAE video of the first beam delivery, July 26, 2022; CBS article and video, July 25, 2022)
  • Two artists were selected to provide artwork for the new Fern Hollow Bridge (City Press Release, July 25, 2022)
  • Despite the press conference, artist announcement, and beam delivery schedule, there are no new updates on PennDOT’s project page regarding the reconstruction of the bridge.
  • Similarly, no new updates have been posted regarding the National Transportation Safety Board’s ongoing investigation into the Fern Hollow Bridge collapse.
  • The City created a Commission on Infrastructure Asset Reporting and Investment in March 2022, but this commission has not been added yet to the city’s website listing all Boards and Commissions and I have not seen any announcements of any appointments to the new Commission. However, there was a press release this month asking for applicants interested in serving in any of the city’s boards and commissions.
  • WSP USA was selected to manage the City’s new Bridge Asset Management Program. (Tribune Review, July 19, 2022)
  • On Tuesday, Port Authority found a crack in one of the rails on the bridge that was just repaired. The inbound T service was discontinued for two days to enable the replacement of this portion of track.
  • On July 1, Pittsburgh’s Swindell Bridge was closed due to falling debris. The falling debris was noticed during the first phase of repairs, which was repaving the road. (City Press Release, July 1, 2022) The subsequent inspection found that the debris came from the repairs – material accumulated in one of the drainage troughs, putting unusual pressure on the trough and causing it to “tear open and spill” the debris onto route 279 – hours after I had driven under it. (City Press Release, July 5, 2022)


Additional Resources:

Both PennDOT and the Federal Highway Administration have interactive maps of bridges for the state and country respective, and their inspection statuses.


Previous Fern Hollow Bridge Posts:

Five-Month Update

Four-Month Update

Two-Month Update

One-Month Update

Two-Week Update

One-Week Update

Day After

Breaking News

Bridge Collapse: Five Months Later

My foot is finally healed enough for me to begin to explore the site of the bridge collapse over Fern Hollow in Frick Park. I started at the Frick Environmental Center and explored the western slope into the hollow looking for gaps in the trees to see the progress on the bridge construction. The Clayton, Biddle, Bradema, and Tranquil trails all provided glimpses of the bridge site. According to the Hiking Project’s website, the elevation change between the highest and lowest points I encountered was 250′ and the steepest grades were between 13 and 16%.

It was pleasant hiking through the leafy forest, but the foliage hid most of the bridge site. From what I could see through the gaps in the leaves, construction seems well on its way with the four primary support columns erected. In future updates (barring further injury), I will explore the views from the park along the eastern slope and the northern trails.

Below is a slideshow of photos from this exploration followed by the news updates on the Fern Hollow Bridge and other bridge maintenance and replacement efforts in Pittsburgh and Allegheny County.

  • There are no new updates on PennDOT’s project page regarding the reconstruction of the bridge since my post last month.
  • Similarly, no new updates have been posted regarding the National Transportation Safety Board’s ongoing investigation into the Fern Hollow Bridge collapse.
  • The City created a Commission on Infrastructure Asset Reporting and Investment in March 2022, but this commission has not been added yet to the city’s website listing all Boards and Commissions and I have not seen any announcements of any appointments to the new Commission.
  • The RFP is now closed for the Bridge Asset Management Program that Mayor Gainey announced in early May. (Bidnet.com)
  • Port Authority’s bridge has been repaired and is back in service. The stop upgrades to the stations in Beechview and Dormont have reached a point where they have reopened to use, though repairs (including morning jackhammering) continue.
  • Earlier this month, Public Source published an article revisiting the first four months after the bridge collapse. From this article, I learned that the City has launched a separate investigation into the collapse, that the overworked and understaffed Department of Mobility and Infrastructure will need more staff and resources to implement better bridge management in the city, and that a table of the status of Allegheny County’s poor condition bridges was released in February shortly after the Fern Hollow Bridge collapse.
  • The Campbell’s Run Road bridge replacements identified in the County’s list of poor condition bridges are indeed happening this year. I have gotten caught up in traffic congestion caused by the detour for the work several times. (WTAE, February 3, 2022)
  • Pittsburgh’s Swindell Bridge is one that has been on the radar since the collapse of the Fern Hollow Bridge. The City announced this week that a first phase of repairs will be conducted over the next couple weeks. This initial phase consists of repaving the road surface. (City Press Release, June 24, 2022)


Additional Resources:

Both PennDOT and the Federal Highway Administration have interactive maps of bridges for the state and country respective, and their inspection statuses.


Previous Fern Hollow Bridge Posts:

Four-Month Update

Two-Month Update

One-Month Update

Two-Week Update

One-Week Update

Day After

Breaking News

Keeping an Eye on Penn Plaza: June 2022

Seven years after the initial eviction notices went to the low-income residents of the former Penn Plaza Apartments, the mixed-use redevelopment of the size nears completion of Phase 1.

The former Penn Plaza Apartments was a group of large of apartments buildings that served a low-income population. After years of neglecting these apartments, the owner gave 200 residents notice to vacate within 90 days in the summer of 2015. By then, the surrounding neighborhood of East Liberty was a hopping place to live with low vacancy rates and the average rent much higher than what these residents could afford. There was a large outcry at the time, which only got worse as the owner’s plans for the site were understood. The owner wanted to swap some land with the City and change the zoning district to build a large scale mixed-use development: 54,600 sq ft of retail and 246,090 sq ft of office with accessory parking (see the application materials starting on page 54 from the final Planning Commission review and approval). After months of negotiation with the City and the community, the land and the zone change were given to the development while the affordable housing crisis in Pittsburgh only got worse and the former residents were forced to uproot their lives.

The Penn Plaza Support and Action Coalition has more information on what was promised and what happened as the residents were forced to find new housing.

Penn Plaza in the News

While the construction of Phase 1 of the new development appears to be nearing completion, I did not find any news items specifically about the site. News about affordable housing issues in Pittsburgh continue.

Public Source articles discuss:

New affordable housing units opened and another project broke ground in October 2021 (Tribune Review).

A brief from the Federal Reserve Bank of Philadelphia on the homeownership gap in that city including findings applicable to Pittsburgh and other cities (East Liberty Development Inc, January 4, 2022).


Previous Posts in the Series

Keeping an Eye on Penn Plaza – Apr. 2021

Keeping an Eye on Penn Plaza – Nov. 2020

Keeping an Eye on Penn Plaza – Aug. 2020

Then & Now: East Liberty Station Bridge(s)

Just beyond the South Highland Bridge from the East Liberty Pedestrian bridge is the busway’s East Liberty Station. When I moved to Pittsburgh over a decade ago, there were two pedestrian bridges over the busway and train tracks – one at either end of the station – and a ramp providing buses on Penn Avenue access to the busway. Across the tracks from the busway was a one-story, graffiti-covered warehouse, a parking lot, and a drive-through bank. Along Penn Avenue and connected by the ramp to the busway was a major bus stop on its own governor’s drive.

All of this was replaced in 2014-2015 with a transit-oriented development. The two boxed-in (a step beyond caged) pedestrian bridges were demolished and replaced by a new open bridge (first photo pair below) and a crosswalk on the busway. The bus ramp was renovated into an accessible pedestrian ramp (seen in the east view, second photo pair). Plantings were introduced on both the bridge and the ramp, changing this portion of the vast paved, treeless area into a desert oasis. It is still a hot and uncomfortable place to be in the summer months, but at least now there are black-eyed Susans to bring cheer.

The warehouse, parking lot, drive-through bank, and Penn Avenue bus stop were replaced with a massive mixed-use complex called EastSide Bond (glimpsed on the right in the final pair of photos, also visible in the South Highland Avenue Bridge Then & Now post). The new development features 360 residential units, 43,000 sq ft of retail (most of which is occupied, except for the promised anchor tenant), 554 parking spaces in a garage under the buildings, and a 120-space bike parking garage (which I’ve only ever seen a handful of bikes in, probably because Penn Avenue is not a bike-friendly thoroughfare).

Similar to the older, new developments near the East Liberty Pedestrian Bridge, this site and its uses cater to a White and moneyed demographic. However, in 2010, East Liberty had a population that was 67% Black (down from 72.5% a decade prior) and the median income was $23,000. This means the site is catering to an audience that currently makes up a minority of the neighborhood. Perhaps that is why whenever I pass by or stop at one of the retail locations at EastSide Bond, I feel like it has a luke-warm success. In contrast, the Target across the street is heavily trafficked as is the busway station – both are used by the current population.

Once upon a time, Black residents were pushed to East Liberty through Urban Renewal and the demolition of their previous lives. Now, we may be witnessing the pushing out of Black residents through redevelopment and the demolition of their current lives. The current proposed redevelopment of the shopping center south of the East Liberty Station promises to bring the grocery store back and to include 35 affordable units out of 232. There is no mention of whether any of the other smaller retail stores that catered to the current population will be returning. I also wonder if the grocery store will still carry beauty products for darker skin tones when it reopens. Down the street, the redevelopment of the former affordable and predominantly Black Penn Plaza apartments is the latest project that is definitely catering to people who are not the majority residents of the neighborhood, after permitting affordable housing units to deteriorate through neglect before demolishing them.

Then & Now: East Liberty Pedestrian Bridge

Just after I began my 10-year anniversary celebration of bridge walking, the Forbes Ave Bridge over Fern Hollow collapsed on January 28, 2022. This accident shone a light on a pattern of infrastructure funding in the time since I became a bridge person. Ten years ago, there were several bridges built, repaired, or replaced in Pittsburgh. Five years later, the flurry of long overdue investment in our infrastructure stopped – before all the bridges that needed help received it. An article on the aftermath of last month’s bridge collapse reminded me that federal funds were allocated toward infrastructure under the Obama administration. As a result, many bridges that were falling apart were fixed or replaced. It seems that when that funding stopped, so did the repairs. Now that new funding has been allocated under the Biden administration, we should see a similar spurt of investment in our infrastructure, starting with the now missing Fern Hollow Bridge.

One of the bridges presumably supported by the Obama infrastructure funding was the brand-new pedestrian bridge across the East Busway connecting the Shadyside and East Liberty neighborhoods. This bridge is 10-years old this month. The “road” surface of the bridge hasn’t held up very well: the paint was faded and the top surface was patchy when I returned this month. On the other hand, the over-the-top lamps and giant glitter looked like they have held up well. Though it’s hard to say in wintertime, the landscaping between the cage and the bridge walls also appeared to be well maintained.

From the bridge, some of the new developments in East Liberty are visible. Looking southwest toward the current location of Whole Foods (soon to relocate), one of the several new apartment buildings along the Baum-Centre corridor is visibly under construction in the far right of the second set of photos. In the third set, the northeast view shows the new South Highland Avenue Bridge and (to the left of the bridge) the final phase of the East Side Bond development that brought several buildings of first floor commercial with residences above.

I was surprised to find that the highly controversial and massive redevelopment of the former Penn Plaza affordable housing complex was not visible from this bridge. Despite being only a quarter mile apart, the first phase of redevelopment is blocked from the bridge’s view by the iconic Motor Square Gardens building. One of the controversies of this new development is that affordable housing units were demolished without replacement for a series of commercial buildings which include the feature anchor of the pricey Whole Foods grocery store.

The pedestrian bridge was controversial when it was proposed and built. It connects the wealthy Shadyside neighborhood to the expensive Whole Foods, a high-end liquor store, and other luxury shops. It is also redundant as the South Highland Avenue bridge is only 0.1 miles away. A quarter mile away, is the neighborhood of Larimar whose residents are primarily living on low-incomes and do not have a walkable route to the lower cost Giant Eagle grocery store or Trader Joes that are just on the other side of the busway from their homes. For years, the residents have been asking for a pedestrian bridge over the busway to give them better access to these stores. Instead of a bridge serving those who need it, an ornamental bridge was built to provide access for those who already have abundant options.

Around the same time that this bridge was built, the Port Authority altered its bus service by eliminating the 94B bus that connected the low-income residents of Larimar with a shopping center featuring Walmart, Giant Eagle, TJ Maxx and similar clothing retailers, and other stores. In addition to providing shopping opportunities for necessities, these locations provided jobs. The 94B bus was never less than half-full (an unusual condition for Pittsburgh buses outside of rush hour). This bus was replaced by the 75 bus, which connected the higher-end shopping centers of South Side Works and Bakery Square through the wealthy residential neighborhood of Shadyside. For years, it was common to be the only person or one of a handful of people riding the 75. Eventually, the Port Authority acknowledged the value of the 94B route and tact it on to the end of the 75 route.

Presumably both the pedestrian bridge and bus route changes of 2012 were supported at least in part by the federal infrastructure funds of the time. With the current round of federal funding, it would be nice to see a greater focus of infrastructure investment for those who need it and not on additional luxury options.

“Poor Condition” Forbes Ave Bridge Collapsed Yesterday

Yesterday, after the Fern Hollow Bridge collapsed in Pittsburgh a photo circulated on social media of one of the steel support beams of the bridge completely rusted through. This photo was taken in 2018 and reported to the City’s 311 system. While the photo also showed cables that had been added to the bridge to presumably take over the job of the steel beam that then ended in mid-air, the person submitting the photo was concerned that this might not be sufficient. I have seen similar rusted conditions on other bridges that I have walked over or under in Pittsburgh. I cannot remember if it was the Negley Ave bridge over the busway, the Charles Anderson Bridge over Junction Hollow in Frick Park, both, neither, or a handful of other bridges. (Note: both of these bridges are rated in poor condition.)

A neighbor quoted in a Tribune Review article after the Fern Hollow Bridge collapse wondered why the bridge hadn’t been repaired or replaced before the accident since it was known to be in poor condition. According to BridgeReports.com, which pulled inspection data on the bridge from 1991-2017, the bridge has been rated as in poor condition since 2011. Based on my experiences and exposure to bridges, I am not surprised that a bridge was left in poor condition for over a decade. This morning, I pulled data from the National Bridge Inventory on the 449 inventoried bridges within a 6-mile radius of downtown Pittsburgh. I was surprised to find that only 10% of these bridges were rated in poor condition.

Below is a chart of the 48 bridges rated in poor condition within a 6-mile radius of downtown, which includes some that are outside the boundaries of the City of Pittsburgh. In those cases, the city owner would be the municipality they are within. The first four columns are the data I pulled from the National Bridge Inventory, the final column is from BridgeReports.com. Both sources were updated through 2018, which means that there have been some changes since then, including the possibility that more bridges have fallen into a poor state. I marked in italics the bridges that I am heard went through renovations in recent years and in bold the one that collapsed. The bridges with hyperlinks are the ones that I have walked and blogged.

OwnerBridge DescriptionYear BuiltYear RenovatedRated Poor Since
StateIsland Avenue Bridge1900
StateWetzel Rd over Pine Creek1936
StateBlvd of Allies over cliff19502018
StateBlvd of Allies over Forbes195219842017
StateRamp U over Old Brady St195419852013
StateRamp R over Brady195619852017
StateRamp H over Forbes, Diamond, 6th Ave196220121997
StatePeoples Rd over Girtys Run1963
StateWashington Ave over P&O RR1965
StateFt Duquesne to 10th St19681988
StateBlvd of Allies over another cliff198120012018
RailroadWest Ohio St over NS RR190319581991
RailroadN Ave & Brighton Rd over NS RR190519292009
County9th Street – Rachel Carson Bridge192619942013
CountyJacks Run Rd over Jacks Run19802019
CountyWible Run Rd over Wible Run1987
CitySecond Ave over Nine Mile Run1886at least 1991
CityShaler St over Saw Mill Run1900at least 1991
CityLowrie St over Rialto St190019722008
CityElizabeth St over Gloster St190019792014
CityRidge Ave over NS RR19031957at least 1991
CityTimberland Ave over Saw Mill Run1909at least 1992
CityFremont St over Girtys Run1911
CityLincoln Ave over Girtys Run19111950
CityLarimer Ave over Washington Blvd1912at least 1991
CityGrant Ave over Girtys Run19141986
CityKlopper St over Girtys Run1915
CityLincoln Ave over Girtys Run19151986
CityFrazier St over Saline St191519892007
CityS Negley Ave over E Busway19241973at least 1991
CityW Carson St over Chartiers Creek192519782009
CityAnsonia Pl over Saw Mill Run192519981995
CityMaple Ave over N Charles St19291953at least 1991
CitySwindell Br over East St193019902009
CityCalera St over Streets Run1931at least 1991
City28th St over Busway & RR19311974at least 1990
CityE Main St over Chartiers Creek19342002
CityCharles Anderson Bridge193819872012
CityMission St over S 21st St193919822010
CityRiver Ave over Bike Trail193919862008
CityGanges Way over Streets Run19512016
CityE Liberty Blvd SB over walkway19682009
CityForbes Ave over Fern Hollow19702011
CityHerron Ave over Busway & RR19802018
CityMcArdle over Sycamore St19832017
CityMilroy St over I-27919862011
Other Local AgencyCentre Ave over East Busway19792008
Other Local AgencyPenn Ave over East Busway19812018