Then & Now: Centre Ave & Baum Blvd Bridges

The next look back at the bridges I first walked 10 years ago moves “downstream” or toward downtown on the former riverbed now east busway and railroad route. From the East Liberty Pedestrian Bridge featured in February, the inbound buses and trains pass underneath three bridges in Pittsburgh’s Shadyside neighborhood (the South Negley Avenue and South Aiken Avenue Bridges and the Graham Street Pedestrian Bridge) before reaching the approximately parallel Centre Avenue and Baum Boulevard Bridges. The bus station next to the Negley Avenue bridge is currently under reconstruction, otherwise the three bridges and their surroundings in Shadyside are relatively unchanged – except perhaps for some deterioration due to long deferred maintenance. On the other hand, the surroundings of the Centre Avenue and Baum Boulevard Bridges have seen a couple new developments since I first walked these bridges.

The first of these developments is the Luna Parking Garage for employees of the local, ever-expanding hospital giant UPMC. UPMC Shadyside is on Centre Avenue two blocks away from this new(ish) garage on Baum Boulevard. Work had already begun on the parking garage when I walked by in 2012. The permit in the first photo in the then & now sets below is to finish the demolition of the structure formerly on the site. In the paired photo, the landscaping appears in good condition several years after completion of the construction. The second set of photos shows the formerly sloped site change into a massive retaining wall with multi-level garage. On a side note: the “Luna” in the garage’s name is a reference to the Luna Park amusement park that had a short life in the early 1900s on a site across the tracks and two blocks up the hill.

Between the Baum Boulevard and Centre Avenue Bridges is a site that has had a much longer life. Originally a Ford plant and showroom, this building and site were redeveloped by the University of Pittsburgh (Pitt) into a research and development space with laboratories, offices, an auditorium, and parking (Pittsburgh Business Times, May 5, 2022). Prior to the redevelopment, this site had caught my eye as I rode the bus by every day on my way to Pitt. The floating doorways and loading docks captured my imagination. My imagination now speculates that these openings were used to create connections with the new addition seen in the fourth photo pair. The pedestrian experience walking by the sloped parking lot in the early 2010s wasn’t pleasant. While the sidewalks felt larger now, the experience was still unpleasant as I felt like I was walking through a pedestrian unfriendly loading and service area while the cantilevered building towering over me felt oppressive. The final photo pair shows the sidewalk experience on both sides of the new addition.

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: Penn Ave Bridge Ramp

Closing out the East Liberty portion of the Then & Now 10-year anniversary series is the Penn Ave Bridge Ramp. This ramp inspired the second Pittsburgh edition of What is a Bridge?. As best as I can make out from the data on the National Bridge Inventory, the Federal Highway Commission does not consider the ramp a bridge. It is not marked as one of the bridges inventoried by the Commission. And the data for the Penn Avenue Bridge does not include any approach spans. This leaves me wondering who, if anyone, inspects the ramp.

As I cannot find a public source that shares inspection data of the ramp (if it is inspected), its condition rating is anyone’s guess. However, this lack of data may be attributable to the change the ramp underwent in the last ten years. It was originally a ramp for buses to travel from a major bus stop off Penn Avenue onto the East Busway. With the redevelopment of the East Busway Station, this bus stop was redesigned as a regular on-street stop and the ramp was converted to pedestrian access only (second photo set below). The National Bridge Inventory seems to skip over pedestrian bridges as the East Liberty Pedestrian Bridge featured in February is also not listed.

Regardless of the ramp’s condition, its fate now seems tied to the fate of the Penn Avenue Bridge as the gap between the two been filled in with much needed greenspace (first photo set below). The Penn Avenue Bridge was last inspected in May 2020 (which means it probably has been or will be inspected again this month). It received a “poor” condition rating in that inspection – a rating that is worrying for Pittsburghers since the collapse of the “poor” condition Fern Hollow Bridge, despite reassurances from the bridge engineering community that “poor” condition does not necessarily equate to imminent danger.

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: South Highland Ave Bridge

When I first started walking Pittsburgh’s bridges, the South Highland Avenue Bridge rated among those that were more than a little creepy. First, you were partially caged in. Second, the integrity of the wooden planks holding you up seemed more than questionable. I have no doubt that this bridge was rated in “poor condition” at that time. Now, the new bridge is considered in “good condition” per the National Bridge Inventory as of its November 2017 inspection. It has presumably been inspected twice more since then (November 2019 & November 2021), but those results have not been made publicly available yet.

The reconstruction of this bridge in 2013 made me hopeful that the similarly creepy bridge at South Negley Avenue would also shortly be reconstructed. This has yet to happen. My hope is renewed with the passage of the Infrastructure Investment and Jobs Act coupled with the greater attention “poor condition” bridges are receiving this year after the collapse of the Fern Hollow Bridge. However, according to a recent article on the redevelopment of the busway station adjacent to the South Negley Avenue bridge (Tribune Review, February 16, 2022), funding issues and coordination with Norfolk-Southern Railroad are causing continued delays to the proposed reconstruction of this bridge.

The new South Highland Avenue is a definite improvement over the last one. I no longer cringe at the thought of walking across it as being fenced in is better than being caged in (second photo set below). Yet, it is still not a pleasant experience to walk this bridge.  On the other hand, the Smithfield Street Bridge, for example, is a nice bridge to walk despite the many places where the sidewalk has rusted out providing direct views to the river below. The difference in these experiences is in part due to the bridges’ environments – nothing short of climate change will return the former river to what is now the busway and train tracks under the South Highland Bridge. However, design also plays a part in the experience. Many people in Pittsburgh’s architecture and design community are concerned that a poor bridge design will be rushed through on the Fern Hollow Bridge replacement with the excuse that it is an emergency (WESA, March 3, 2022). As the Fern Hollow Bridge has pleasant surroundings, it will be the bridge’s design that makes or breaks the experience of using the future bridge.

The South Highland Avenue bridge was replaced before it turned into an emergency. I assume the reason why it was replaced when it was while the South Negley Bridge continues to rust away is the massive amount of investment and redevelopment that was put into the East Liberty neighborhood in the last 10+ years. Looking west from the bridge, the early developments are visible, including the East Liberty Pedestrian bridge that was last month’s 10-year anniversary featured bridge and the Whole Foods location. These developments are old enough that the “Then” and “Now” views (third photo pairing) look substantially the same. The newer developments are clear in the east view (final photo pairing below), which looks like a completely different world between the “Then” and “Now” views. Next month’s feature will discuss this redevelopment in greater detail.

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

Then & Now: 16th Street Bridge

urbantraipsing turns 10 in May. To mark a decade of urban-traipsing and bridge-walking, I will be revisiting twelve of the Pittsburgh bridges I walked early on to see the changes 10 years brought to them and their surroundings.

I started walking and photographing bridges to get different angles and views of the city. In 2012, the 16th Street Bridge provided views of two major, controversial development sites: the Produce Terminal and the former St. Nicholas Croatian Catholic Church.

During the summer of 2012, the Produce Terminal seemed on the cusp of being redeveloped, and partly demolished. However, significant opposition to the demolition plans killed that proposal. For years there was no visible progress. Eventually, after extensive negotiations, a new development proposal was approved and implemented (see the first photo pair below). Simultaneously, several new developments popped up nearby, replacing much of the sea of parking I complained about in my original post on the bridge (see the second and third photo pairs below).

The former St Nicholas Croatian Catholic Church was visible from the 16th Street Bridge in 2012. Six months later, it was demolished to make way for the widening of Route 28 despite parishioners efforts to save their church (see a 2013 Tribune Review article for more). I followed the story of their fight for their building closely at the time, which is what I believe prompted me to take a photo of the church from the bridge (see the fourth photo pair below).

Keeping an Eye on the CAP: Ribbon-Cutting

The ribbon-cutting for the CAP, now called the Frankie Pace Park, happened on schedule on November 22, 2021. The Tribune-Review, Pittsburgh Post=Gazette, WTAE, KDKA/CBS, and SAI Consulting Engineers reported on the ceremony. The Tribune-Review and WTAE also have articles on the resolution earlier this month by City Council to name the park after Frankie Pace (1905-1989), a community activist and business owner in the Lower Hill.

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.

This post is an update on the on-going photographic series to watch the development and usage patterns of the CAP. Periodically, once or twice a year, I return to the site to take new photographs. I plan to take the next series of photos next year in the warmer weather to see who uses the park and how. At the end of the post, there are links to the previous posts in this series.

Locating the CAP


Previous Posts in the Series

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 Lower Hill: Dec. 2021

Overview

The Lower Hill is a notorious site in Pittsburgh, a scar on the city from the height of Urban Renewal. A vibrant (but poor and predominately Black) neighborhood was demolished in the 1950s so the City could build a cultural mecca centered on a Civic Arena, but most of the site ended up not being built and was left as parking lots.

Now that the arena has been demolished and replaced adjacent to the former location, the Penguins hockey team has the development rights to rebuild the Lower Hill, stitching back together the fabric of the city and reconnecting the remainder of the Hill District neighborhoods with downtown.

However, grand language describing the wonderful benefits to a city are part and parcel of any major development project, including the 1950’s Urban Renewal of the Lower Hill. Fifty years later, the Urban Renewal of the Lower Hill is rarely, if ever, described as a good thing. In fact, the current redevelopment is sometimes described as undoing the mistakes of that project. However, can the negative financial, social, and emotional repercussions of the original demolition and decades of disconnect be undone simply by reinstating (most of) the former street grid?

This blog post is part of an on-going photographic series to watch the redevelopment of the Lower Hill. Periodically, approximately once every six months, I return to the site to take new photographs. In addition, I include links to articles about the project that I’ve encountered since the previous post in the series. At the end of the post, there are links to all the previous posts in the series.

What’s New

Ground has broken! There are a large hole, giant piles of dirt and debris, and closed sidewalks as construction begins for the new FNB Tower, the first building to be built on the site.

This was also the first time that I’ve visited the site on the day of a Penguins game, which was interesting to see how the sea of parking lots get used for events. At least one of the lots is reserved for employees only during events. There is also a slight price differential, the lot closet to the arena costs $30 to park for the event, while the one at the top of the hill is “only” $25.

Photos

Lower Hill in the News

Controversy and concerns continue over the redevelopment of the Lower Hill from the Executive Management Committee that was appointed to answer how the redevelopment would benefit the entire Hill District in private meetings (September 17, 2021, Public Source, & September 23, 2021, NextPittsburgh) to the impact of a pending change in owner of the Penguins (November 23, NextPittsburgh) and the pending registration of a second community organization in the Lower Hill, which would then also participate in the Lower Hill development activities meetings (November 19, 2021, Public Source). The potential new owner has previously been involved in real estate development around sports arenas (November 21, 2021, Post-Gazette).

Locating the Lower Hill


Previous posts in series

Keeping an Eye on the Lower Hill: May 2021

Keeping an Eye on the Lower Hill: Dec. 2020

Keeping an Eye on the Lower Hill: Jun. 2020

Keeping an Eye on the Lower Hill: Jan. 2020

Keeping an Eye on Uptown: Introduction