Final spring documentation tod by Elia Sorice

STUDIO INTRODUCTION

STUDENTS

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8 10 11 12

COURSE OBJECTIVE PROCESS & VISION STUDIO LEARNING OBJECTIVES PROJECT ORGANIZATION

BRT PROJECT

16 38 68 84

PITTSBURGH BRT DEVELOPMENT FIFTH AVENUE EXPRESS PROPOSAL URBAN DESIGN STRATEGIES & PROPOSAL BRT STATIONS & STREETSCAPE

TOD PROJECTS

128 CORRIDOR ANALYSIS 166 DINWIDDIE STREET SITE I (JISON NAM) 202 DINWIDDIE STREET SITE II (VARSHA) 226 BIRMINGHAM BRIDGE SITE (MENG) 256 HALKET STREET SITE (ELIA)

TABLE OF CONTENTS

INTRODUCTION

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INTRODUCTION

COURSE OBJECTIVE PROCESS & VISION STUDIO LEARNING OBJECTIVES PROJECT ORGANIZATION

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Course Objective The urban design studio seeks to educate professionals to be leaders for vision-based change at the scales of neighborhood, city and region. The studio builds upon and expands students’ design skills in architecture, urban design and landscape architecture, and includes new skills in community leadership and urban planning. Drawing on multiple disciplines, students study the process of working directly with communities to create design proposals for future change. The studio is intended to both introduce the team to urban design and inform their understanding of the public realm and building design in relation to context COURSE OBJECTIVES As the second of three urban design studios in the MUD program, the Urban Systems Studio builds on the knowledge and skills in urban design that the students developed in the fall semester. Expanding on the team’s understanding of basic urban form and processes, it introduces the role of urban systems in the city: infrastructure, open space, water, power, and transportation. In particular,

this semester the team addressed the relationship of transportation to the shape and function of the city and the role of transit in the overall transportation system. From this perspective, as in all urban design problems, the students encountered the complexity of multiple scales inherent in cities: from the local place to the regional context. As part of the three-semester urban design sequence, the Urban Systems Studio shares the program’s overall urban design goals, to: • Create urban environments that can be sustained ecologically, economically, and socially. • Address the political and economic complexity of real-world problems and the uncertainty inherent in contemporary city-building. • Establish a relationship of responsibility to a client organization, develop a collaborative working relationship, and demonstrate accountability. • Engage community groups, public agencies, residents, business owners or other interested parties to inform and inspire the design process.

This semester emphasized team-building, which will be essential for the intensive international project in the third semester. The first semester introduced teamwork in the preparatory work for the final project. This semester combined team and individual work, but depended more on effective collaboration and the organizational skills of engaging in complementary tasks. The semester’s work plan is modeled on the way a professional firm would undertake the project. The goal is to integrate learning in practice through “reflection-in-action” as an approach that not only prepares us for practice but recognizes that practice is, at its best, a learning experience that will provide challenge and fulfillment throughout our career.

COURSE CONTENT The spring semester’s project is to make an urban design proposal for a Bus Rapid Transit connector between Downtown and Oakland. As an urban planning concept in Pittsburgh, this project is not new: the idea of the link goes back to the early part of the last century. In recent years it has been activated by the Port Authority of Allegheny County and has acquired momentum through a convergence of local and regional interests, both public and private. Today, creative approaches to urban transit systems have opened new less costly options than fixed-rail, which has increased the feasibility of transit where it had previously been out of the question. We are fortunate that a major study of the idea of one of these newer systems, Bus Rapid Transit (BRT), was completed by a Systems Synthesis class team in the Heinz School in the spring of 2011. In contrast with Pittsburgh’s three “busways”, this new link is conceived as an integral part of the city’s street system and urban fabric. This study lays the groundwork for the urban design project. Subsequent to that study, the Port Authority commissioned Parsons Brinkerhoff with a team of transit specialists to develop a BRT project that will qualify for federal funding through the Federal

Transit Administration. This exciting study is just beginning, and we will have an opportunity to go “behind the scenes” to see how a professional team conducts such a project. Unlike subways or “light rail transit”, Bus Rapid Transit (BRT) is, according to the Transportation Research Board, a “rubber-tired transit mode that combines stations, vehicles, services, running ways, and real-time information in an integrated system”. BRT systems vary in design, but include some type of dedicated roadway and boarding stations for buses and offer frequent, reliable service. They have been developed in many cities in the United States and other countries, and each is uniquely designed to serve its particular urban situation. BRT concepts are adaptable to a wide range of geographies, densities, patterns of use, and budgets.BRT concepts are adaptable to a wide range of geographies, densities, patterns of use, and budgets. The Port Authority of Allegheny County (PAAC) has created three BRT busways in the Pittsburgh area since 1977. Their goals are to provide faster and more reliable service, reduce operating

costs, and encourage development in surrounding communities. These goals also apply to the Oakland-Downtown BRT. As an on-street system, however, its potential impacts on the city and local neighborhoods are far greater than those of the busways. Public, non-profit, and private organizations who see its possible benefits are engaging as advocates and stakeholders in the ongoing planning process. They include Oakland Planning and Development Corporation, Uptown Partners, The Downtown Partnership, UPMC, universities, URA, DCP, county agencies, Bike Pittsburgh, and major property owners and employers. The Oakland-Downtown BRT project will entail extensive technical analysis and engineering, which will take several years to accomplish. Multiple routes will need to be evaluated in that process.Our work is premised on the recommendations of the Heinz School study, so will focus on Fifth Avenue. Our role in this semester was to understand the transit system at a more conceptual level and to look in depth beyond the infrastructure itself at its urban design possibilities.

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Process & Vision Our task this semester was to present a well-researched and richly inspired vision for the future of the Oakland-Downtown transit corridor. The study addressed a number of important urban design questions that need to be considered as the project moves forward. Other equally significant questions in such domains as finance, marketing, management, and information technology, also need to be dealt with but are outside the scope our contribution.

The key questions the our work focused on are: 1. How can the Oakland-Downtown BRT be integrated most effectively into the city and regional transportation systems? 2. In what ways can the new BRT project enhance reinvestment in the corridor and surrounding neighborhoods? 3. What lessons from other BRT systems are applicable here in Pittsburgh? 4. How can the BRT improve the urban quality of the Fifth Avenue right-ofway for everyone? 5. How can urban design principles help inform the decision about locating stops? 6. How can the BRT be made easy to access and use by a variety of riders? 7. Where are the opportunities for investment along the route? 8. How does the BRT help fulfill the goals for Oakland, Uptown, and Downtown, as set forth in their community plans?

9. What are the common interests of PAAC, OPDC, UP, DP, UPMC, universities, URA, DCP, county, Bike Pittsburgh, major property owners and employers and how can the transit corridor further those interests?

Studio Learning Objectives INTRODUCING NEW SKILLS: URBAN SYSTEMS • Understand the development process for transportation infrastructure • Understand how infrastructure affects the value and potential of private property PROFESSIONAL PRACTICE • Organize and participate effectively in a project team • Listen to and interpret multiple points-of-view from stakeholders and consultants • Understand the boundaries between disciplines and the role of an urban designer on a multi-disciplinary team • Use design skills not only to produce a good project, but also to communicate it effectively to others • Learn the basics of a reflective approach to professional practice

BUILDING ON EXISTING KNOWLEDGE: URBAN PLANNING AND DEVELOPMENT • Analyze an existing urban context in terms of built form, open space, movement systems, and uses • Develop an historical framework for understanding urban form and development • Develop an awareness of political and economic factors that shape the environment • Review zoning codes and development regulations for their design implications • Understand the basic strategies of community development COMMUNITY LEADERSHIP • Gain experience working with a diverse community • Understand the concept of neighborhood and its social and physical dimensions • Understand the importance of democratic public involvement in the planning process • Understand the basics of creating and running a community planning process

ARCHITECTURE AND URBAN DESIGN • Design buildings to reinforce the quality and character of surrounding neighborhoods • Shape buildings to define public urban space • Use building typologies to create urban continuity and fabric • Understand relationships between architectural expression and placemaking • Understand the strategic use of architecture and landscape for community revitalization PUBLIC SPACE, INFRASTRUCTURE, AND LANDSCAPE DESIGN • Design outdoor public space appropriate to context and use • Understand the role of landscape architecture in urban design • Use landscape typologies to create public spaces • Understand relationships between environmental systems and urban systems • Understand the basic design principles of streets and blocks

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Project Organization The semester project was comprised of two parts: development of the BRT line and the design of a transit-oriented development that is served by the BRT. The two parts of the Spring Semesterâ&#x20AC;&#x2122;s project, the BRT system and transit oriented developments, are not only two aspects of a larger urban system, but they are, more importantly, mutually reinforcing. The new transit line provides improved access to the development sites along it and thereby makes those sites more attractive and valuable for new development. Conversely, new transit-oriented development provides riders and destinations that can improve the feasibility of the transit line. In other words, transit can induce development, and development can be an inducement to transit. During the first half of the semester, our team was asked to develop the BRT Transit Corridor between Pittsburghâ&#x20AC;&#x2122;s Downtown and the East End, building off of the BRT Transit Study conducted by Carnegie Mellon Universityâ&#x20AC;&#x2122;s Heinz College. During this first half of the term, we were asked to work as a team to explore various opportunities to improve on the existing proposal and maximize the development

potential of the BRT system in Pittsburgh. This included examining the extent of the BRT line and station locations, developing lane configurations, and proposing a conceptual design for the transit facilities. The design of the transit facilities included street improvements for bus lanes, transit stops, and modified intersections. It also included other rightof-way improvements and overall urban design concepts for the corridor. This overall design of the system served also as the context and framework for individual projects.

In the second half of the term our task was to create an urban design proposal that integrates the BRT line with a new mixed-use development. From this point in the semester, we focused on designing not only the new development complex itself, but also the connection with the associated transit station. We had the opportunity to either alter or add to the station (including bicycle facilities, information center, commercial amenities, etc) to integrate it into the overall concept, so that both the development and the station are improved. The proposals were to contribute to the quality of the street corridor as well as the attractiveness of the BRT system. The development was also to be responsive to the community plan.

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BRT PROJECT

PITTSBURGH BRT DEVELOPMENT IMPORTANCE OF PUBLIC TRANSIT FIFTH AVENUE HISTORY BRT SYSTEMS PRECEDENTS STAKEHOLDERS AND GOALS

FIFTH AVENUE EXPRESS PROPOSAL ROUTE STOPS TERMINI CONFIGURATION

URBAN DESIGN STRATEGIES & PROPOSAL CONSIDERATIONS STRATEGIES PROPOSAL

BRT STATIONS & STREETSCAPES STOP LOCATIONS STATION DESIGN STATION PROPOSAL

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PITTSBURGH BRT DEVELOPMENT

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Public transit has multiple benefits for the community.

Social Benefits Transit can reduce social and economic inequalities by enhancing mobility for lower-income residents, many of whom lack cars and need assistance in finding jobs outside their primary resident area. Such jobs serve as an important source of income for those who otherwise face limited employment opportunities. Furthermore, public transportation fosters more livable communities by creating corridors that become natural focal points for economic and social activities. These activities help create strong neighborhood centers that are more economically stable, safe and productive.

Economic Benefits The Public Transportation Fact Book published by the American Public Transportation Association notes that for every $1 invested in public transportation, $4 in economic return is generated. Furthermore, public transit benefits household economies by freeing up income for other uses. The average household spends 18 cents of every dollar on transportation, and 94% of this goes to buying, maintaining, and operating cars, the largest expenditure after housing. If reliable transit options were made available to the population, it would allow more low-income households to distribute funds to other essential expenses.

Environmental Benefits Public transportation helps promote cleaner air by reducing automobile use, which exacerbates smog and public health problems. Each year, the use of public transportation avoids the emission of more than 126 million pounds of hydrocarbons, a primary cause of smog, and 156 million pounds of nitrogen oxides, which can cause respiratory disease. Public transportation can significantly reduce dependency on gasoline, reducing auto fuel consumption by 1.5 billion gallons annually. For example, a person who commutes 60 miles each way daily could save an estimated 1,888 gallons of gasoline every year by switching from using a car to using public transportation (Center for Transportation Excellence).

Fifth Avenue has a long history as a transit corridor.

Fifth Avenue has had a long history as a transit corridor, serving as the spine for major transit systems starting with the electric trolleys of the 1800s. In June 1887, Pittsburgh Traction Co. constructed a cable beginning at the foot of Fifth Avenue in Downtown running east on Shady, Penn and Highland Avenues. The distance of this extensive trolley corridor was 5.5 miles and operated from 1889 until 1953. Since then, the majority of the trolley services have been transferred to bus services. Fifth Avenue continues to serve as a major transit corridor serving the majority of bus lines connecting Downtown and Oakland.

ABOVE Pittsburgh transit map 1932 LEFT Pittsburghâ&#x20AC;&#x2122;s electric trolleys in early 1900s

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Pittsburgh experienced successful BRT developments in the past.

ABOVE South Busway

ABOVE West Busway

ABOVE East Busway

The Pittsburgh region and the Port Authority of Allegheny County were early adopters of at least one of the concepts associated with BRT – the idea of running buses on a dedicated roadway. The East, West, and South Busways – dedicated lane bus services featuring limited stops and a closed access roadway – serve as early examples of how buses could be used as a cost effective alternative to light rail systems. It was among the first busways in the US and significantly improved travel between Downtown Pittsburgh and Outlying community.

Visit to Cleveland was the impetus for BRT development. Health line Successes • Provides connectivity between the two largest employment centers in the region (4.5 miles) • Increased ridership by 42% in the corridor • Reduced travel times by over 40%

ABOVE Health Line creates a strong transit corridor

• Helped revitalize Corridor • Provided pedestrian and bicycle friendly environment • Beautified the corridor with landscape and public art ABOVE: KeepPghMoving.com and stakeholders visited Cleveland, giving momentum to Pittsburgh’s BRT development.

ABOVE Health Line is transit with a new character

ABOVE Health Line catalyzes new developments along the corridor

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Heinz study is a springboard for studio project. A major springboard for the studio project was Heinz Collegeâ&#x20AC;&#x2122;s BRT Recommendation Study conducted in May 2011 on behalf of the Port Authority of Allegheny County. The study examined issues surrounding potential implementation, developed a series of case studies of other BRT implementations and examined the feasibility, barriers, and recommendations to implementing a potential BRT system in Pittsburghâ&#x20AC;&#x2122;s Oakland-Uptown-Downtown corridor. After examining various alternatives for route and stop locations, the Study proposed to run the BRT between Downtown and Oakland along the Fifth Avenue Corridor. The report suggests two alternatives: a five-stop and an eight-stop version. The less extensive investment is the five-stop version, which recommends stops at Liberty Avenue, 6th Avenue, Pride Street, Atwood Avenue and Craig Street.

ABOVE Alternative 1 proposed by Heinz study

ABOVE Alternative 2 proposed by Heinz study

On-going study is being conducted by Parsons Brinkerhoff. Under the sponsorship of Port Authority of Allegheny County, Parsons Brinkerhoff is currently conducting an in-depth transit analysis and BRT system recommendations to link Downtown with the East End. The study scope includes integration of transportation within the existing urban form of the city, facilitation of multi-modal transportation options, and accommodation of complete streets in the urban design of the transit corridor. The public meeting held on January 11, 2012, explored the potential for BRT implementation in Pittsburgh with the public and members of key stakeholder groups.

ABOVE BRT system package proposed by Parsons Brinkerhoff

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Various stakeholders share common goals for the BRT system. More than thirty organizations are collaborating to explore what a new BRT line might mean for the East End of Pittsburgh. Led by Sustainable Pittsburgh, this Stakeholder Committee is made up of neighborhood and advocacy groups, businesses, educational and medical institutions as well as local, county and regional governments. The major stakeholders include (Source: gettherepgh.org):

• • • • • • • • • • • • • • • •

Allegheny Conference on Community Development Bike Pittsburgh Carnegie University City of Pittsburgh -Department of Planning Committee for Accessible Transit Hill House Association Hill House Association Oakland Planning & Development Corporation Pittsburgh Downtown Partnership Pittsburgh Parking Authority Port Authority of Allegheny County Sustainable Pittsburgh UPMC University of Pittsburgh Uptown Partners of Pittsburgh Urban Redevelopment Authority of Pittsburgh

While these stakeholder groups are representative of various interests, they nonetheless share many transit, economic and community goals for the future implementation of the BRT system.

Various stakeholders share common transit goals. With the implementation of the BRT system in the East End, stakeholders foresee improvements in transit usersâ&#x20AC;&#x2122; experience with reduced wait times and inconvenience. It is also hoped that the BRT system will reduce the overall traffic burden in Pittsburgh by taking cars off the road, as well as reducing idling vehicles that release pollution into the air. Fuel savings for reduced overall vehicle travels is another anticipated benefit of the new transit system.

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Various stakeholders share common economic goals. Stakeholders foresee a strong potential in implementing the BRT line to spur investment along the corridor by increasing desirability of residential and commercial development. For businesses that directly serve consumers, such as restaurants, shops, and professional service providers, the BRT can help increase their market by improving accessibility. Furthermore, BRT can deliver employees to and from work reliably and economically, improving businessesâ&#x20AC;&#x2122; productivity. At the municipal level, improved transit operating efficiency is anticipated to attract better quality development, which will generate tax revenue and additional spin-off benefits.

Various stakeholders share common community goals. Neighborhood development groups for communities that will be affected by the BRT system, such as Uptown Partners and Oakland Planning and Development Corporation, are strong proponents of the BRT development. They project that the BRT system will contribute to revitalizing the neighborhoods and improving the quality of life of community members. For Uptown Partners, this includes developing a neighborhood that is clean, safe, and green; encouraging development of retail and commercial businesses; and marketing itself as a convenient and vibrant place to live. For Oakland Planning and Development Corporation, the main community goals are: creating an economically stronger community, and improving both the aesthetics and community culture of the neighborhood. The BRT has the potential to support the neighborhood groups’ goals of creating cohesive communities that are culturally and economically strong. Through numerous dialogues with the stakeholders and a thorough analysis of their goals, our team prioritized key principles for the development of the

BRT transit corridor. These key principles are: • To improve reliability and efficiency of the transit system, • To increase value of surrounding properties, • To reduce vehicular traffic and induce use of other transportation modes, • To support local businesses along the corridor, • To be sensitive to local culture and ecology, • To engage the local communities in the process

ABOVE Proposed Oakland Portal

ABOVE Oakland 2025 Community Plan

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BRT offers important advantages over other transit. In proposing the Bus Rapid Transit system as an appropriate mode of transit for the Fifth Avenue Corridor, our team recognized important advantages of BRT over conventional transit systems. Advantages over Light Rail: Light rail systems often require extensive construction of rail along dedicated lanes, which inevitably require high up-front construction costs and limited flexibility for incremental implementation. Since BRT can easily operate on existing lanes, it requires significantly less upfront construction cost than light rail, as well as providing flexibility for incremental implementation. BRT systems can also offer operational flexibility generally not afforded by rail systems, such as the ability to temporarily re-route BRT vehicles based on system conditions. Advantages over Conventional Buses: The speed of conventional buses depends heavily on local traffic conditions, often leading to unreliability of the system. Furthermore, on narrow rights-of-way, such as on some portions of Fifth Avenue, buses in mixed-traffic lanes slow other vehicles while boarding

passengers at stops. BRT will help minimize transit’s negative impact on other traffic, as well as maximizing the speed and reliability of bus service. An Easier Commute: By providing frequent service into neighborhoods and commercial areas, BRT systems can minimize walking and reduce the need for transfers from one mode to another (e.g., from bus to rail or automobile to bus or rail). (But the proposed system will require many passengers who now take a single bus downtown to transfer from a local bus to BRT line or vice versa.) A Fast and Reliable Travel Time: When operating in dedicated lanes, BRT systems can run at faster speeds than conventional buses in regular traffic and even as fast as light rail. By offering frequent service and avoid traffic-related delays, BRT system can provide riders with a more reliable travel time and reduce travel anxiety.

Environmental Stewardship Opportunities: Through the use of clean and alternative fuel vehicles and the reduction in automobile traffic and congestion, BRT systems can help achieve air quality and other environmental goals. (Department of Transportation, Maryland) Compared to other transit options, the BRT offers some key advantages in the Pittsburgh context. In light of the current funding cuts in transportation, BRT has a strong cost advantage over rail systems in that the average capital cost per mile for bus ways is significantly lower than that of a light rail line ($13.5 million vs. $34.8 million), while providing similar capacity and service level. Furthermore, given the existing urban context and Fifth Avenue’snarrow right-of-way,introducing any fixed rail system is not only expensive but potentially problematic for the quality of the city’s urban fabric. BRT’s inherent flexibility can allow strategic use of limited space for multi-modal use in comparison to a fixed light rail system.

Light Rail • Require construction of rail along dedicated lane • High up-front construction cost • Limited flexibility for incremental Implementation

Bus

BRT

• Speed heavily dependent on local traffic conditions • Slow other vehicles at stop locations • Widespread negative image of being unreliable and low-quality

• Lower up-front construction cost than light rail • Increased vehicle speed than regular bus • Potential for incremental implementation

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BRT has a strong potential in Pittsburgh context. BRT system has particular advantage in Pittsburgh context for the following reasons: • Achievable Cost: “average capital cost per mile for bus ways was $13.5 million while light rail average costs were $34.8 million” - United States Government Accountability Office • Limited Right-Of-Way: Several sections along corridor have narrow ROW, insufficient to introduce Light Rail. BRT’s inherent flexibility can be result in strategical use of the limited space for multi-modal use. • Existing Transit Corridor: The ongoing transit demand and transit infrastructure already in place (i.e. designated bus lanes) facilitates Fifth Avenue’s transition to a BRT Transit Corridor.

BRT system precedents in similar contexts were studied. In addition to BRT in Cleveland, other president studies are BRT systems in Boston, New York City, Orlando, Eugene, Los Angeles, and Honolulu.

Eugene, OR Boston, MA

Cleveland, OH

NYC, NY

Honolulu, Hawaii Los Angeles, CA

Orlando, FL

ABOVE: Key map of the systems studied

Route Length (miles)

Pittsburghâ&#x20AC;&#x2122;s proposed BRT system is most comparable to that of Boston, Eugene and Orlando in terms of route length.

Newyork Boston Honolulu Los Angeles Cleveland Eugene Pittsburgh Orlando

ABOVE: BRT systems route comparision chart

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Precedents comparison: Technology

ABOVE: Customized BRT buses for easy boarding.

ABOVE: Real time information display boards.

ABOVE: Environment friendly bus shelters.

Eugene, OR

Cleveland, OH

Albany, NY

•

• • • •

•

Vehicle customized for accessibility, easy boarding, bicycle boarding, quite and low emissions (hybridelectric propulsion)

Touch screen kiosk Real time information Displays Emergency call boxes Security cameras • Stations • Vehicles

•

The queue jumper allows buses, stationed in the “bus only” lane, to move ahead of other vehicles Bus shelters proposed with 85 percent recyclable material equipped with led lights

Precedents comparison: Station design

ABOVE: Innovative station designs.

ABOVE: Curb-side station adapted to the existing right of way

ABOVE: Historic marker kiosks integrated with real time information display boards.

Eugene, OR

Cleveland, OH

Boston, MA

•

Designed with a concept of ‘masted sails’: complements the landscape while providing weather protection. Open design allows maximum visibility. Station art: metal railings depicting indigenous plants, each station featuring a different one

•

Median and curb-side stations adapt to various right-of-way conditions Stations incorporate real-time passenger information, ticket machines and public art projects

•

Curb-side stations extend to meet buses for easy boarding Historic marker kiosks blend history with real-time information and wayfinding

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Precedents comparison: Fare collection

ABOVE: Strategic placement of ticket machines at stations for convenience.

ABOVE: Mechanized ticket purchasing.

ABOVE: Ergonomically designed ticket stations.

Eugene, OR

Cleveland, OH

•

Bus Passes integrated into local bus service. Tickets can be bought at a ticket machines at each station Off-boarding fare collection

Tickets purchased from ticket machines on platforms before boarding/ Connection to the Red line on the Metro Rail Light Rail System (Downtown)

Ticket Vending Machine & Ticket Validation in stations

Precedents comparison: Branding

ABOVE: Branding the BRT creates a new identity for transit.

ABOVE: Artistic interventions fused with the BRT.

ABOVE: Branded BRT buses advertise Public-private partnerships.

Los Angele, CA

Orlando, FL

Cleveland, OH

•

• •

•

The name Orange Line refers to the citrus trees characterizing San Fernando Valley The line was branded as part of the light and heavy rail network: marketed with a color designation rather than its line number

•

Bus stations and vehicles are artistically themed around the LYMMO logo Dedicated website keeps people up to date and offers information on vanpools, providing tax benefits for employers and employees

•

Fast, safe, first class, “rail like” Naming rights sold to Cleveland Clinic and University Hospitals Commitment to Cleveland’s long term health and vitality

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Priorities for Pittsburgh BRT are established for studio project. From a thorough analysis of the precedents, we established six priorities for successful implementation of BRT in Pittsburgh. They are:

LEFT Dedicated Lanes: • Differentiate the BRT system from other existing bus systems •

Smooth Operation of BRT buses

LEFT Off-Board Fare Collection: • Rail like quality •

Improved speed

LEFT Real-Time Information: Improved user experience

Dedicated Lanes: All of the precedents studied operated on dedicated lanes, which effectively increased the speed and efficiency of service relative to other buses serving the same area. These dedicated lanes allow BRT vehicles to be free of conflicting automobile traffic, parked or stopped vehicles, and other obstructions, maximizing BRT operations speed and reliability. Off-Board Fare Collection: A majority of the precedents studied employed an off-board fare collection system, which expedites and facilitates the fare collection process. It includes the use of self-service proof-of-payment systems or pre-paid store-valued fare cards, such as a “Smart Card” system. This also contributes significantly to overall transit efficiency and dependability. Advanced Technology: Many of the BRT systems used advanced technologies to improve customer convenience, speed, reliability, and safety. Examples include systems that provide traffic signal preferences for buses at intersections and cross streets, as well as a global positioning system to provide real-time bus arrival information and tracking of buses throughout the system.

Multi-Modal Transportation: Establishing a permanent transit infrastructure ensured multi-modal use of the roads catering to wider demographics, not just the drivers in private vehicles. Precedents such as the Orange Line, the Health Line, and the Lymmo also integrated bike lanes into the BRT system, ensuring that the corridor equally services pedestrians, bikers, transit users and drivers. Public Relations: Implementation of a BRT system was often accompanied by an aggressive branding strategy to market the service as a higher tier transit system than local bus service, in an effort to place it at level to light rail service. Good branding can reinforce the association to light rail service and target that “choice riders” that Port Authority hopes to attract to increase ridership. Enhanced Stops: Ranging from protected shelters to large transit centers, BRT stations are located within the communities they serve and provide easy access to the system. Weather-protected stops such as those seen in Cleveland significantly improved user experience and contributes to positively differentiate BRT from the conventional bus systems.

LEFT Multimodal: • Cater to wider demographics; not just the drivers

LEFT New images for Bus Transit: • Branding to attract ‘choice riders’

LEFT Enhanced Stops: • Transit stations as new community spaces • Strengthen community bonds

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FIFTH AVENUE EXPRESS PROPOSAL

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Proposal reflects recommendations from the Heinz study. BELOW: The 5 stop reccomendation from the Heinz study

Fifth Av. & Liberty Av.

Fifth Av. & Craig St.

Fifth Av. & Sixth Av. Fifth Av. & Atwood St. Fifth Av. & Pride St.

The Pittsburgh BRT study conducted by the Heinz School of Carnegie Mellon University served as a spring board for the MUD Studio’s proposal. The study looked at two possible configurations, the preferred being a five stop option,

which would run between Downtown and Oakland maximizing the number of riders within a ¼ mile of each stop.

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A longer route is recommended, extending to Penn Avenue. BELOW: The route is extended to the East End from Downtown

East End

Downtown

After a thorough analysis, however, it is proposed that the route be extended to the end of Fifth Avenue, providing greater connectivity between Downtown and the East End.

The Bus Rapid Transit System would serve as an integral piece of the Pittsburgh regional transportation network, accessing the East, West, and South Busways at the ends of the route.

A longer route provides regional connections. BELOW: The extended route provides greater connectivity as it connects to the East

Busway, the West Busway and the South Busway

Pittsburgh International Airport

Proposed BRT East Busway West Busway South Busway

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A longer route increases neighborhood connectivity. BELOW: The route connects the different neighborhoods namely the Downtown, Uptown,Hill District, Oakland, Squirrelhill, Shadyside, Point Breeze, Homewood and Larimer-East Liberty

Larimer-East Liberty

Homewood

Shadyside Point Breeze Hill District Squirrel Hill

Downtown

Oakland Uptown

The Fifth Avenue corridor, which runs along the boundaries of nine neighborhoods, has the potential to serve as a spine to connect and integrate these diverse communities. The improved transit service will not only reconnect these communities but also contribute to a stronger sense of place within neighborhoods.

A longer route serves a greater number of destinations. BELOW: The route also connects various destinations in Pittsburgh which have large ridership.

Google Baker y Squar e UPMC Shadyside Univer sity of Pittsbur gh Cultur al Distr ic t Highmar k PNC Plaza

UPMC City Planning Allegheny CO Human Resour c es

US Steel PNC Bank BNY Mellon

Chatham Univer sity

Consol Ener gy Center

Car negie Mellon Univer sity

Car low Univer sity UPMC

UPMC Mer c y Duquesne Univer sity

Car negie Libr ar y Car negie Museums

MaGee Womenâ&#x20AC;&#x2122;s Hospital

The Fifth Avenue corridor connects the major employment centers of Downtown, Oakland, and the East End, and is home to many destinations and institutions, which employ or serve over 400,000 people. CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 45

The BRT can serve greater number of potential riders. BELOW: Number of employees, students and visitors that frequent destinations along Fifth Avenue

150 Employees

46,000 Students & Staff

126,000 Total Employees Downtown

2,494 Students & Staff 19,000 Capac ity 2,806 Students & Staff

15,292 Student & Staff

High ridership in these areas, the surrounding population, and job prospects make the BRT system more viable along the corridor, and provide easy access within a Âź mile walk.

15,000 Students & Staff 318,000 Annual Visits 9,106 Employees 2,269 Employees

The BRT can serve greater number of potential riders from homes. BELOW: Residential density in Pittsburgh neighborhoods

In addition, the extended route would have the potential to reach more riders, servicing areas of high housing density in Shadyside and Squirrel Hill.

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 47

A Longer Route addresses current transit problems. BELOW: Bus routes that currently serve Pittsburgh along fifth Avenue.

64-93 71A

71B

54 71D

75 75 Light Rail

61 ABCD 71 ABCD

P3 67-69 54-75

28X

61 ABCD

67-69 Light Rail 54

The longer route will streamline transit service along the Fifth Avenue corridor, which is currently hampered by redundancy among routes and congestion around peak travel times. The confluence of 12 bus routes on Fifth Avenue through Oakland is not only inefficient, but slows service

71C

times by adding congestion to the street. A unified BRT system can provide more frequent service reducing redundancy, thereby improving transit efficiency.

Existing bus services are rerouted with the BRT system in place. BELOW: BRT reduces local services along Fifth Avenue

P3 75

P1-P2

61 ABCD 67-69

54-75

Readjustment and rerouting of current transit routes to stop near Fifth Avenue, while it has the disadvantage of requiring passengers to transfer to the BRT buses, will reduce the amount of local bus traffic along the corridor, potentially improving the efficiency of transit throughout the

71AC

71AC 28X

East End. A significant number of routes can be reduced from the Fifth Avenue corridor by rerouting the 61s, 71s, 67 and 69 alone.

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 49

One-way pair creates unfriendly pedestrain experience.

ABOVE: Current one way configuration. ABOVE: Unfriendly pedestrian experience. e

Fifth

N. Bellefield Avenue

Jumonville Street Two-Way Traffic One-Way Traffic

Introduction of the BRT System along the Fifth Avenue corridor can improve vehicular traffic patterns along both Fifth and Forbes Avenues. One-way traffic currently runs along Fifth Avenue and Forbes Avenue in Uptown and much of Oakland. Fast moving through

traffic along the one-way pair has a negative impact on the businesses and residences on these streets and creates an unfriendly pedestrian experience.

nu Ave

Forbes Avenue

BRT reconfigures auto-centric one-way pairs.

Fifth

N. Bellefield Avenue

Jumonville Street

nu Ave

Forbes Avenue

Two-Way Traffic One-Way Traffic

By implementing two- way traffic from Jumonville Street in Uptown through Oakland, access and circulation through Oakland will be easier and priority will be placed on the pedestrian. One-way traffic from Sixth Avenue to Jumonville

Street will limit the extent of the one-way pair to approximately .8 miles.

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 51

Stops are readjusted to more strategic locations in the system. BELOW: 5 stop Heinz College reccomendation.

Fifth Av. & Craig St. Fifth Av. & Liberty Av. Fifth Av. & Sixth Av. Fifth Av. & Pride St.

The recommended stops from the Heinz study are located at Liberty Avenue, Sixth avenue, Pride street, Atwood street and Craig street, running from Downtown to Oakland. Extension of the route beyond the recommendation of the Heinz Study also involves readjustment of stations to better serve the corridor.

Fifth Av. & Atwood St.

Stops are readjusted to more strategic locations in the system. BELOW: Extended route with new stop reccomendation.

Proposed New Stop Locations • Sixth Avenue & Grant Street • Fifth Avenue & Washington Place • Fifth Avenue & Dinwiddie Street • Fifth Avenue & Birmingham Bridge (Future Stop) • Fifth Avenue & Halket Street (Future Stop) • Fifth Avenue & Atwood Street • Fifth Avenue & Bigelow Boulevard (Future Stop) • Fifth Avenue & Craig Street • Fifth Avenue & Morewood Avenue (Future Stop) • Fifth Avenue & Negley Avenue • Fifth Avenue & Shady Avenue • East Busway

Eastbusway

Fifth Av. & Shady Av. Fifth Av. & Morewood Av. Fifth Av. & Bigleow Blvd.

Fifth Av. & Negley Av.

Fifth Av. & Craig St.

Sixth Av. & Grant St. Fifth Av. & Atwood St. Fifth Av. & Dinwiddie St. Fifth Av. & Washinton Pl.

Fifth Av. & Halket St.

Fifth Av. & Birmingham Bridge

Strategic location of BRT stations along Fifth Avenue captures a greater number of potential riders, activities, and connections. The final route includes eight stops and four future stops centered on areas of future development opportunities as well as greater connectivity. The eight

recommended stops were selected based on high potential ridership and connectivity, while future stops are intended to be created as part of the new development along Fifth Avenue that is needed and supported by the BRT system.

The proposed BRT system was named the Fifth Avenue Express to communicate reliable, efficient transportation along the Fifth Avenue corridor. While the name expresses movement, it also gives an identity to Fifth Avenue, which unites 9 neighborhoods along the route and connects downtown to the East End. CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 53

Three routes through Downtown were considered.

Liberty Av. Park Sixth Av. & Grant St. Mellon Bank Center Fifth Av. & Grant St. Fifth Av. & Grant St.

Option 1

Option 2

The first option proposes a terminus station at Liberty Park, which would provide direct access to the T transit system. This would require designated BRT lanes through downtown with one-way traffic between Grant Street and Liberty Avenue. While this provides greater connectivity to local and regional transit, one-way traffic on Grant Street disrupts traffic flow through downtown.

The second option uses designated BRT lanes but terminates at the reconfigured Mellon Center Plaza. A circulator bus would service a downtown loop from this location. Although this option minimizes the amount of BRT traffic in downtown and facilitates connections to local and regional transit, limited room in the Mellon Center Plaza makes it difficult to efficiently terminate the BRT system.

Option 3* The last option and the preferred choice proposes a short loop along Sixth Avenue, Grant Street, and Fifth Avenue and terminates service at the US Steel Plaza. A single designated BRT lane would maximize transit connections at the US Steel Plaza and minimize disruption of traffic in downtown. Similar to the second option, a circulator bus would provide service through downtown, linking not only to downtown destinations, but also to busways, the airport express bus, and regional bus and train stations.

Two east end terminations were explored.

East Busway Mellon Park Fifth Av. & Penn Av.

Fifth Av. & Shady Av. Fifth Av. & Highland Av.

Option 1 The first option uses designated BRT lanes to a turnaround in Mellon Park at the intersection of Fifth and Penn Avenues. Although this option has the potential to create a transit hub in Mellon Park, access to regional transit is limited.

Option 2* The second and preferred option extends the route a half-block past Penn Avenue and makes a direct connection to the East Busway behind the Chatham University Center. A shared station that serves both the Fifth Avenue Express and the East Busway, reduces local, regional, and multimodal connections to a few steps.

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 55

Stops are located at even distances from one another for consistency BELOW: Distance from previous stop

.70 Mi .52 Mi .60 Mi .45 Mi

.45 Mi

1.30 Mi

.54 Mi .5o Mi .50 Mi

Average spacing of Â˝ mile between stops improves transit efficiency as well as provides easy access to the Fifth Avenue Express from anywhere along the route.

1.00 Mi .70 Mi

Stops provide transit access to major destinations BELOW: Destinations within 1/4 mile walk from stations

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 57

Final route configuration maximizes transit connectivity. BELOW: Final route configuration with Downtown circulator

Eastbusway

Fifth Av. & Shady Av. Fifth Av. & Moorewood Av. Fifth Av. & Bigleow Blvd.

Fifth Av. & Negley Av.

Fifth Av. & Craig St.

Sixth Av. & Grant St. Fifth Av. & Atwood St. Fifth Av. & Dinwiddie St. Fifth Av. & Washinton Pl.

Fifth Av. & Halket St.

Fifth Av. & Birmingham Bridge

The final route configuration will maximize East, West, North, and South connections along the Fifth Avenue corridor and adjacent neighborhoods. Direct access to the East Bus Way terminus and

Downtown Circulator will provide links between the Central Business District and the East End, capitalizing on speed, efficiency and high ridership potential. In addition, establishing a prime Bus Rapid Transit System

along Fifth Avenue will augment existing development plans and catalyze future growth in Uptown, Oakland, and the East End.

Stops reach out to many riders within its 1/4 mile catchment area. BELOW: Houses within 1/4th mile walk from stations

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 59

Stops provide better connectivity throughout the east end. BELOW: Connections north,south, east and west of the Fifth Avenue corridor

Highland Park Zoo

Bloomfield East Liberty

Larimer Homewood

Mega Bus Grey Hound AmTrak

Washington Pl.

Shady Av. Craig St.

Hill District

Atwood St. Dinwiddie St.

Schenley Park

Proposed BRT East Busway West Busway South Busway

Negley Av.

Squirrel Hill

East Busway Connections

Stops provide opportunities for future development. BELOW: Current and proposed development along Fifth Avenue

Commercial Mixed-Use Residential Institutional

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 61

Three traffic configurations were considered. With the location of transit stops established, three lane configurations were considered, looking at the possibility of designated lanes, curb-side boarding, and center median stations along the route. ROW conditions varied along the route ranging from 54 feet at the narrowest points in Shadyside to 88 feet in Oakland which makes it difficult to employ a single lane configuration for the entire length of the Fifth Avenue Express. In addition, on-street parking in Uptown, Oakland, and Shadyside is removed to better accommodate the BRT system. Reduced parking also contributes to improved transit as auto parking becomes a less readily available and more expensive.

ABOVE : Photograph and diagram of BRT lane configuration on Empire Road, Johannesburg, South Africa

Three lane configurations were considered.

Option 1 The first option provides two-way traffic and split BRT lanes that ensure a continuous configuration through the entire length of the corridor.

Option 2

Option 3*

The second option is a mix of two-way and one-way traffic. Split BRT lanes would provide a continuous configuration from Jumonville Street to the East End, working with the existing ROW conditions.

The last and preferred option is a mix of two-way and one-way traffic with center median boarding. Paired BRT lanes give a stronger presence to the BRT from Downtown to Neville Street.

ABOVE: Diagramatic representaion of lane configuration

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 63

â&#x20AC;˘ Continuous two-way traffic with curb side boarding. BELOW: Option 1 lane configuration

East End

Birmingham Bridge BRT Lanes Through Traffic Lanes

The first option provides two-way traffic and split BRT lanes that ensure a continuous configuration through the entire length of the corridor. This configuration works with the varying ROW conditions along the route as well and allows for curb-side boarding. In

addition, a continuous bike lane can be achieved from the Birmingham Bridge to the East End. While this option maintains consistency through curbside boarding and works with existing ROW conditions, a stronger presence can be given to the BRT system to distinguish the Fifth

Avenue Express from existing bus service.

â&#x20AC;˘ Mix of one-way & two-way traffic with curb side boarding. BELOW: Option 2 lane configuration

East End

Smithfield Street Jumonville Street BRT Lanes Through Traffic Lanes

The second option is a mix of two-way and one-way traffic. Split BRT lanes and one-way traffic through Uptown utilize the existing ROW configuration and provide for a bike lane that would run from Smithfield Street in Downtown to the East End. This option maintains existing curb-side

boarding the entire length of the route while also accommodating a continuous bike lane from downtown to the East End; however, split BRT lanes do not distinguish the Fifth Avenue Express from existing bus service in Pittsburgh.

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 65

â&#x20AC;˘ Mix of one-way & two-way traffic with median boarding. BELOW: Option 3 lane configuration

The last and preferred option is a mix of two-way and one-way traffic with center median boarding. Paired BRT lanes give a stronger presence to the BRT from Downtown to Neville Street.

East End

Neville Street

Smithfield Street Jumonville Street BRT Lanes Through Traffic Lanes

Spilt BRT lanes with curb-side boarding would run from Neville Street to the East End, working with the narrow ROW conditions in Shadyside. One-way traffic in Uptown accommodates median platform stations, which allow for shared station boarding and median planters. A

continuous bike lane can be achieved from Smithfield Street in Downtown to the East End. With a stronger presence through signature median platform stations and designated bus lanes, the Fifth Avenue Express can be marketed as a new mode of transportation in

Pittsburgh. Inconsistencies in lane configurations between Oakland and Shadyside and the introduction of dual side loading buses to accommodate median platform stations can be seen as disadvantages to this option

The Studio has identified five distinctive segments for the BRT. BELOW: Route segments along the Fifth Avenue corridor

Downtown

Uptown

The studio identified six segments of the route based on local character and ROW configurations. Each segment is identified by a color which will be incorporated into signage, station design, and landscaping to give a unique identity to each section

Greenway

Oakland

Shadyside

and neighborhood along the route. The six segments are classified as follows:

East End

• Downtown- Purple • Uptown- Blue • Uptown Greenway- Green • Oakland- Yellow • Shadyside- Orange • East End- Red

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 67

URBAN DESIGN STRATEGIES & PROPOSALS

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 69

Downtown Segment

Narrow ROW

Heavy Traffic Volume

Considerations As the largest employment center within the City of Pittsburgh, Downtown experiences the highest volume of vehicular, bus, and pedestrian traffic in the city. Narrow ROW conditions contribute to slower moving traffic, especially during rush hour and peak travel times. Lack of pedestrian amenities such as adequate bus shelters, benches, and planters provide opportunities for enhancing the public realm. Strategies Strategies within Downtown include accommodating high user volume and efficient movement of traffic while minimizing the impact on Downtown traffic. Streetscape strategies and green features incorporated in new and existing landscaping can improve the aesthetic quality and pedestrian experience Downtown.

Heavy Pedestrian Volume

Lack of Pedestrian Amenity

Key Map

Road Diet for Pedestrian Comfort

Integration of Existing Open Space Direct Connection to T Station

Proposal The terminus loop which travels along Sixth Avenue, Grant Street, and Fifth Avenue minimizes the effect of BRT traffic moving through Downtown. The location of the stop at Sixth Avenue and Grant Street at the US Steel Plaza provides direct access to the T station as well as capitalizes on the existing open space adjacent to the plaza. Reducing Sixth Avenue by one lane and providing continuous street trees along the route improve pedestrian comfort. A continuous bike lane provides connections to the existing bike network at Smithfield Street.

Continuous Tree Planting for Walking Comfort

Bike Lane Connection to Existing Trail

Small Loop in Outer Downtown

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 71

Uptown Segment

Connector between Downtown & Oakland

Underdevelopment

Historic Buildings

Lack of Distinctive Sidewalk Character

Considerations Located between Downtown and Oakland and adjacent to the neighborhoods of the Hill District, Uptown is a major connector along the Fifth Avenue Express. While the neighborhood is characterized by historic buildings such as the Fifth Avenue High School, the area is largely underdeveloped. Because of the lack of a cohesive street edge, a high number of vacant parcels, and an extensive amount of surface parking, Uptown needs a more distinctive sidewalk character that is inviting to pedestrians. Strategies As a major link between Downtown and Oakland, strategies focus on facilitating traffic movement through Uptown, while preserving the historic character of the neighborhood. The introduction of the BRT can catalyze new developments along the route, making Uptown a new destination in Pittsburgh. In addition, strategic development and the location of stations at Fifth Avenue and Washington Place and Fifth Avenue and Dinwiddie Street can accommodate the transition between the residential neighborhoods and local commercial districts of Uptown.

Key Map

Median Planting for Stormwater Management

Dinwiddie Station for Connection to Hill District

Reconfiguration of ROW for Multi-Modal Use

Proposal Location of the stations at Fifth Avenue and Washington Place and Fifth Avenue and Dinwiddie Street capitalize on connections to destinations within Uptown as well as the neighborhoods of the Hill District to the North. Reconfiguration of the ROW conditions to include paired BRT lanes, one lane of traffic traveling west, and a bike lane allow for multi-modal use. In addition, median planters and increased street trees improve tree canopy coverage, introduce stormwater management strategies, and increase real estate value to homes and local businesses in Uptown.

Street Trees to Improve Real Estate Value & Local Businesses CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 73

Uptown Greenway Segment

Disconnect from Surrounding Ecosystem

Steep Slope Limiting Development Opportunties Narrow Sidewalk Near Fast Moving Vehicles Noise & Pollution from Heavy Traffic

BELOW: Existing Conditions along the Birmingham bridge

Considerations The Uptown Greenway is the transitional area between the Neighborhoods of Uptown and South Oakland. The steep slope of the terrain limits development opportunities in the area. The greenwayâ&#x20AC;&#x2122;s location between the Highway376 ramp and Fifth Avenue disconnect it from the surrounding neighborhoods and ecosystems. Fast moving vehicles, noise and pollution from heavy traffic, and narrow sidewalks make this an undesirable place to walk or bike. Strategies Strategies along the Uptown Greenway include strengthening the existing green assets and making connections with the larger ecological system. By improving the pedestrian experience, a new sense of place can be endowed in this underutilized, residual space.

Proposal By introducing a greenway and public park along the Fifth Avenue Corridor, a new sense of place can be created to facilitate the transition between Uptown and Oakland. Capitalizing on the existing topography, a multi-modal trail with lookout points create physical and visual links to the river and surrounding areas, and introduce opportunities for active and passive recreation. Enhancing the tree canopy coverage and green features of this area can help strengthen and restore the natural ecosystem.

Key Map

a New Sense of Place in Underutilized, Residual Space

Observation of Existing Topography to Minimize Construction

View Points for Visual Connection to the River CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 75

Oakland Segment

Wide ROW Dominated by Vehicle Use

View Corridors from Variation in Topography

Institutional Building Fabric

Commercial Activities

Considerations Oakland is characterized by a strong institutional fabric due to the presence of the University of Pittsburgh, Carlow University, and the hospitals of UPMC. In addition, the stretch of Fifth Avenue between Craft Street and Neville Street has the widest ROW along the entire route, dominated by heavy one-way traffic. A strong commercial district generates a variety of activities along Fifth Avenue and variations in topography create view corridors traveling west towards downtown and east towards Shadyside. Strategies DDue to its location within the city, Oakland is at the crossroads of major east-west and north south bus travel. Strategies include establishing connection points to local buses which will reduce redundancy along the Fifth Avenue corridor as well as provide greater local and regional connections within the City of Pittsburgh. Reconfiguration of the wide ROW for two-way traffic and a bike lane along the south sidewalk allow for multi-modal use. Center station platforms and improved streetscape can enhance the user and pedestrian experience.

Key Map

Rhythm of Tree Planting to Enhance Sidewalk Character Median Planting Strip to Break Down Wide ROW

Connection to Local Bus Services: 75 & 58

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 77

Oakland Segment Proposal Two stops at Fifth and Atwood Street and Fifth and Craig Street and two potential stops at Fifth and Halket Street and Fifth and Morewood Avenue serve and catalyze the robust local retail districts and help facilitate connections to neighborhoods to the north and south. In addition, strategic location of these station make connections to local bus service including the 61 ABCD, 67, 69, 75, and 78. Median platform station and planters break down the wide ROW and introduce stormwater management techniques. Consistent planters and street trees create a rhythm throughout the segment, enhance sidewalk character, and increase pedestrian safety. Diverse lighting features highlight changes in the view corridor and street character.

Consistent Planting Rhythm Throughout Segment for Unity Lighting Features to Mark Changes in View Corridor

Key Map

Craig Station to Serve & Catalyze Robust Local Retail

Planter Boxes for Enhanced Protection for Pedestrians

Connection to Local Bus Services: 67, 69, 61 ABCD CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 79

Shadyside Segment

Primarily Residential

Neighborhood Commercial

Distant Building Setbacks

Trees Mainly in Private Parcels

Considerations The Shadyside segment marks a transition from the institutional character of Oakland to the residential neighborhoods of the East End. While this stretch of Fifth Avenue in Shadyside is primarily residential, there is a strong commercial district to the North of Fifth Avenue. Despite large building setbacks which are characteristic of residential neighborhoods, a relatively narrow ROW poses a challenge to the BRT system. Strategies Strategies in Shadyside include terminating the route with links to local and regional transit as well as establish connections between the Fifth Avenue Express and the Walnut Street shopping district. In addition, working within the existing ROW to include designated BRT lanes, two lanes of through traffic, and a bike lane, will preserve the neighborhood feel of Shadyside.

Proposal Interventions within the Shadyside segment include two stations at Fifth Avenue and Negley Avenue and Fifth Avenue and Shady Avenue as well as a potential stop at Fifth Avenue and Morewood Avenue. The Negley Station provides connections to the Walnut Street shopping district and neighborhoods in the East End as well as connections south towards Squirrel Hill. The limited ROW in Shadyside requires the use of curb-side boarding to minimize new construction and conserve existing trees to retain a quiet residential neighborhood feel. Flexible sharing of the sidewalk between bikers and pedestrians creates an active public realm.

Key Map

Flexible Sharing of Sidewalk between Bikers & Pedestrians

Negley Station: Connection to Walnut Shopping District Minimal New Construction, Conservation of Existing Trees to Retain Quite Residential Neighborhood Feel

Curb-side Boarding to Accommodate Limited Right of CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 81

East End Terminus

Disconnect from Surrounding Urban fabric

Underutilized Parking

Difficulty of Access from Nearby Residential & Commercial

Lack of Identity

Considerations Located behind the East End satellite campus of Chatham University and adjacent to the Port Authority of Allegheny Countyâ&#x20AC;&#x2122;s East Liberty garage, the terminus point for the Fifth Avenue Express is disconnected from the surrounding urban fabric. Currently an underutilized parking lot, the siteâ&#x20AC;&#x2122;s location makes access from nearby residential and commercial districts difficult, and lack of a clear identity provides little incentive for pedestrians and vehicles to frequent the area. Strategies Strategies for the East End focus on integrating the Fifth Avenue Express with regional transit connections of the East Busway. Location adjacent to the PAAC East Liberty garage facilitates access to bus service and storage. A new public space at the intersection of the two transit lines offers amenities to transit riders and bikers, and can be developed as a place to stay.

Proposal By creating a multimodal transportation hub, the East End terminus can facilitate efficient transit connections as well as act as a destination along the Fifth Avenue Express. Within a ten-minute walk are the neighborhoods of Larimer, Homewood, and North and South Point Breeze. A station shared with the East Busway provides easy access between the two transit lines and to the East Liberty Bus garage for repair and storage. Cafes and kiosks in the new public plaza provide convenient amenities and services to transit riders. With nearby parking and bicycle storage, the East End terminus also serves a park-and-ride facility for drivers and bikers. The bike lane, which has been continuous along the Fifth Avenue corridor since its commencement at Smithfield Street in Downtown, connects to existing trails at Thomas Boulevard and Hamilton Avenue.

Key Map

Shared Station with East Busway Public Plaza with Cafes & Kiosks

Easy Access to Bus Garage

Bike Station with Outdoor Amenties

Bike Route Joins Existing Trail at Thomas Boulevard & Hamilton Avenue

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 83

BRT STATIONS & STREETSCAPE

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 85

Downtown: Sixth Avenue existing section. Key Map

Downtown: Sixth Avenue proposed section. Key Map

Walkability

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 87

Downtown: Sixth Avenue proposed plan. Key Map

Downtown: Washington Place exisitng section. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 89

Downtown: Washington Place proposed section. Key Map

Downtown: Washington Place proposed plan. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 91

Uptown: Typical exisitng section. Key Map

Uptown: Typical proposed section. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 93

Uptown: Typical proposed plan. Key Map

Uptown: Dinwiddie Street existing section. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 95

Uptown: Dinwiddie Street proposed section. Key Map

Uptown: Dinwiddie Street proposed plan. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 97

Uptown: Greenway existing section. Key Map

Uptown: Greenway proposed section. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 99

Uptown: Greenway proposed plan. Key Map

Oakland:Typical exisitng section. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 101

Oakland: Typical proposed section. Key Map

Feature

Oakland: Typical proposed plan. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 103

Oakland: Atwood Street existing section. Key Map

Oakland: Atwood Street proposed section. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 105

Oakland: Atwood Street proposed plan. Key Map

Oakland: Craig Street proposed plan. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 107

Oakland: Craig Street proposed section. Key Map

Oakland: Craig Street proposed plan. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 109

Shadyside: Typical existing section. Key Map

Shadyside: Typical proposed section. Key Map

Feature

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 111

Shadyside: Typical proposed plan. Key Map

Shadyside: Negley Avenue existing section. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 113

Oakland: Negley Avenue proposed section. Key Map

Shadyside: Negley Avenue Feature

Feature

Shadyside: Negley Avenue proposed plan. Key Map

Shadyside: Negley Avenue

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 115

Shadyside: Shady Avenue existing section. Key Map

Shadyside: Shady Avenue proposed section. Key Map

Feature

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 117

Shadyside: Shady Avenue proposed plan. Key Map

East End: Terminus existing section. Key Map

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East End: Terminus proposed section. Key Map

East End: Terminus proposed plan. Key Map

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 121

Station Design creates a new image for Pittsburgh transit.

Cycle racks integrated in the station to facilitate bikersâ&#x20AC;&#x2122; use of the BRT system

Kiosks and ticketing devices outside in the station to reduce boarding time

A transclucent seethrough station design that provides visual connectivity

Real time information to improve user experience and reliability of the BRT system

Branding and lighting elements incorporated within the station

Raised platform and designated materials to give rail-like identity

A separte BRT -only traffic lights for clarity and priority

Seating incorporated within the station as a design feature ABOVE :View of a typical median platform station

Station Design There are two types of stations proposed along the Fifth Avenue Express and the choice of station type depends largely on the route configuration and ROW conditions. The center median station which is raised 18 from grade provides shared station and bus level boarding, as well as rail-like presence to the Fifth Avenue Express. A ramp that intersects the crosswalks at each median station provides ADA accessibility to the platform. A similar ramp configuration occurs at curbside stations along the Shadyside segment. Regardless of design, each median platform and curb-side station is equipped with off-board fare collection ticket machines which reduce boarding time and real time information systems that improve user experience and reliability of the BRT system. Bicycle racks are integrated into the rear of each station which supports the use of multi-modal transit within the BRT system. The use of wood, glass, steel, and concrete reference Pittsburghâ&#x20AC;&#x2122;s industrial past. The linear design and use of transparency evokes a sense of airiness and movement. As a way to market and brand the Fifth Avenue Express, lighting elements and segment colors are incorporated into the design of the station, clearly identifying the BRT station and the neighborhood in which it is located.

ABOVE :Typical median platform station perspective

ABOVE :Typical curbside station plan

ABOVE :Typical curbside station elevation

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 123

ABOVE :Typical Median Platform Station Roof Detail

ABOVE :Typical Median Platform Station Elevation

ABOVE :Typical Median Platform Station Plan

ABOVE :BRT station design, Istanbul

ABOVE: BRT station interior design, Kankaria

ABOVE: BRT station design, Curitiba

ABOVE :BRT station design, Las Vegas

ABOVE: BRT station design, Kansas City

ABOVE :BRT station design, Cleveland

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 125

TOD PROJECTS

CORRIDOR ANALYSIS DINWIDDIE SITE I (JISON NAM) DINWIDDIE SITE II (VARSHA PADMAHAN) BIRMINGHAM BRIDGE SITE (MENG) HALKET SITE (ELIA SORICE)

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 127

CORRIDOR ANALYSIS

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 129

Corridor analysis From the previous BRT analysis and the Heinz College reports, potential sites for transit oriented development along the Fifth Avenue corridor were identified. These areas, located within a half mile walk, centered on Fifth Avenue, between McKee Place and Van Braam Street, provide the greatest opportunities for urban growth. Local community development plans such as the Uptown Vision Plan and the Oakland 2025 Plan provided further guidance in site location and development priorities. PROCEDURES FOR SITE SELECTION 1. Identify regions having maximum potential for transit oriented development along the BRT system. 2. Develop a site that can support the BRT and vice versa. 3. Map the current uses of the site. 4. Identify the challenges and the positive attributes of the site. 5. Analyze the quality of the site and gather data.

ASSESSMENT OF EXISTING CONDITIONS In order to determine the location of the TOD sites along the Fifth Avenue corridor, the team conducted an assessment of existing conditions within the project area. Looking at the natural and built form of the area, and potential challenges and opportunities to future development, four types of analysis were conducted: 1. Land Form: Geomorphology, watershed and water courses, vegetation and tree coverage. 2. Climate: Annual precipitation. Sunlight, wind , and factors needed for ecological design. 3. History and culture: Settlement history, significant buildings, institutions, and places based on lynch analysis. 4. Built Form : Street patterns, block structure, massing and scale and vacancy.

From our investigation, four sites that provided potential development opportunities were identified along the Fifth Avenue Corridor. Criteria for selection included: 1. Averaged 2 acres in size. 2. Located adjacent to one of the stops or future stops along the Fifth Avenue Express. 3. Provides the potential to adapt to and build upon existing conditions. 4. Contributes to the success of the BRT. 5. Catalyzes future economic development.

“Zone of Interest” is the area 1/2 mile centered on Fifth Avenue between Mckee Place and Van Braam

ABOVE Study area boundary

Zone of interest has been identified as areas with greater potential for future development. The area is a 1/2 mile walk centered on Fifth Avenue between McKee Place and Van Braam Street.

5th Ave Study Corridor 1/2 Mile Study Area River Building Park

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 131

High ridge in middle of city shapes the surrounding areas.

ABOVE: Topographic map of Pittsburgh

Pittsburgh has a complex topography.

ABOVE: Three dimensional land form map of Pittsburgh

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 133

The study area is located at the southern edge of the ridge.

ABOVE: West view of the site areaâ&#x20AC;&#x2122;s three dimensional land form

Subsurface watersheds have shaped the land over time.

ABOVE Topographic map illustrating subsurface watersheds

Topography is shaped by erosion of the land by historic watersheds which flow south thowards the river. There is potential for watersheds and streams to be daylighted in conjunction with new development.

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 135

Subsurface watersheds have shaped the land over time.

ABOVE Diagram illustrating subsurface watershedsâ&#x20AC;&#x2122; impact on land form

Street pattern is dictated by natural topography.

ABOVE Topographic map overlayed with street patterns

Streets conform to topograhy following contours and natural valleys

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Areas with slope between 15-25% are challenges for development.

ABOVE Topographical map showing areas with development challenges

Areas with slope greater than 25% are unsuitable for development.

ABOVE Topographic map showing areas unsuitable for development

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Unstable soil and steep slopes identify landslide prone areas.

ABOVE Topographical map showing landslide prone areas

Woodlands and street trees provide 20% tree canopy.

ABOVE Topographic map showing green spaces

Much of the study area is surrounded by woodlands. It is recommended by American Forests that tree canopy provides at least 40% coverage. With the BRT and TOD projects, there is a potential to increase the tree canopy coverage and connect to the larger ecological network. CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 141

Fifth Avenue has characteristics of a commercial street.

ABOVE Street pattern by land use diagram

Commercial Commercial W/Vacancy Residential Residential W/Vacancy Institutional Institutional W/Vacancy

Park Park W/Vacancy Residential+Commercial Residential+Institutional Residential+Park Industrial

One way pairs along Fifth and Forbes Avenue are the two primary roads serving Uptown.

ABOVE Street hierarchy diagram

Highway Primary Secondary Tertiary Signalized Pedestrian Crossing

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Denser development is seen in Oakland relative to Uptown.

ABOVE Figure ground map showing building footprints

Numerous pockets of open space exist along the study corridor.

ABOVE Reverse figure ground map showing space between buildings

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Regular block patterns are surrounded by large irregular blocks.

ABOVE Map showing block shape regularity

Regular Irregular

Large parcels fill the “gaps” between clusters of smaller lots.

ABOVE Map showing parcel sizes

0-3000 sqf 3000-6000 sqf 6000-12000 sqf

12000-24000 sqf 240000-147000 sqf

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Parcel shapes become more irregular along neighborhood boundaries.

ABOVE Map showing block shape regularity

Regular Irregular

A majority of parcels in Uptown, small and large, remain vacant.

ABOVE Map showing vacant parcels

Occupid Parcels Vacant Parcels

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Building sizes are smaller in Uptown relative to Oakland.

ABOVE Map showing building sizes

0-1000 sqf 1000-2000 sqf 2000-4000 sqf 4000-8000 sqf 8000-16000 sqf 16000-430000 sqf

A distinctive building height pattern is apparent along the corridor.

ABOVE Map showing building heights

1 Storey 2 Storey 3 Storey 4 Storey 5 Storey 6 Storey

8 Storey 10 Storey 15 Storey 20 Storey

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Few condemned buildings have been demolished since 2006.

ABOVE Map showing demolished and condemned buildings

Demolished Since 2006 Condemned before 2005 Condemend between 2005-2009

Sense of scale is indepedent of building footprint and height.

ABOVE Map showing building heights

ABOVE Map showing scale of buildings along Fifth Avenue

Small Medium Large

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Potential development difficulty exists with irregular parcels.

ABOVE Map showing challenging development areas

Irregular Block Irregular Parcel Ireggular Block + Parcel

There is a strong development potential for regular shaped vacant lots

ABOVE Map showing high development potential parcels

Regular Parcels Vacant Lots Regular + Vacant Parcels

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Strong development potential for vacant lots with major road access.

ABOVE Map showing high priority development areas based on road access

Vacant Lots along 5th Ave Express Vacant Lots along Other Primary Roads Vacant Lots along Secondary Roads

Development patterns evolved over time.

1889

Uptown is a historic neighborhood, developed in 19th. The Hill District and Oakland were widely developed after 1920s.

1923

2010 ABOVE Figureground diagram showing evolution of development pattern over time

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 157

Street grids remain largely unchanged. The street pattern was largely unchanged since 1880s. Street became denser as more buildings were constructed.

1889

1923

2010 ABOVE Figureground diagram showing evolution of street pattern over time

Uptown is home to historical landmarks. Fifth Ave at Miltenberger St This Victorian Gothic edifice was built in 1894 as only the second high school in the city of Pittsburgh and the first fireproof school in Pennsylvania. It closed in 1976 and a decade later was added to the National Register of Historic Places.

In mid-2009, LMS Fifth LP purchased the building with the intention of converting it into 60 to 70 apartments.

ABOVE Former Fifth Avenue High School

Lynch analysis: paths, edges, districts, nodes, landmarks

UPMC Car low Univer sity

Fifth Avenue High Sc hool

Univer sity of Pittsbur gh

St. Agnes Center

ABOVE Lynch diagram of the study corridor

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 159

Pittsburgh is located in Zone 5 climate region.

ABOVE Climate zone map of United States

The climate across USA varies across the country.The western and the southern parts of USA are comparitively to the northern and eastern parts. The western and sothern parts of USA have hot summers and tolerable winters.

USA can be divided into 6 climate regions. 1) Southwest. 2) Mid/South Pacific 3) Midwest 4) Southeast 5) Northeast 6) Northwest Pacific 7) Alaska

Zone 5 :Includes states like Ohio, Pennsylvania, Washington DC, Maryland) This area is moderately rainy. In winter, the regions have heavy snow and freezing rain.Summers are pleasant, warm and sunny. The region experiences fall which is beautiful in wooden areas.

The study corridor experiences varying wind patterns throughout the year.

ABOVE Wind analysis diagram

The study corridor experiences South west winds thoughout the year. Northeast winds are predominant during the months of September and October, whereas during the months of January and February, South East windows are predominant.

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Pittsburgh experiences full range of temperatures throughout the year.

Month Low

High

Jan 19.9°F 35.1°F Feb 22.3°F 38.8°F Mar 30.1°F 49.5°F Apr 39.1°F 60.7°F May 49.2°F 70.8°F Jun 57.7°F 79.1°F Jul 62.4°F 82.7°F Aug 61.0°F 81.1°F Sept 53.9°F 74.2°F Oct 42.5°F 62.5°F Nov 34.2°F 50.5°F Dec 25.3°F 39.8°F ABOVE Average temperature range chart for Pittsburgh Source: rssWeather.com

Pittsburgh’s coldest month is January when the average temperature overnight is 19.9°F. In July, the warmest month, the average day time temperature rises to 82.7°F.

ABOVE Typical monthly temperature range

Pittsburgh experiences consistent rates of precipitation.

ABOVE Percentage of rain throughout the year over a 30 year period

Annual Precipitation

37.85 inches

January February March April May June July August September October November December Years averaged

2.7 inches 2.37 inches 3.17 inches 3.01 inches 3.8 inches 4.12 inches 3.96 inches 3.38 inches 3.21 inches 2.25 inches 3.02 inches 2.86 inches 30 years

ABOVE Monthly precipitation rate

ABOVE Annual precipitation

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Planting strategies will be customized to fit local climate. CLIMATE INDICATORS

TREE PLANTING STRATEGIES

From the Climate data , it is observed that Pittsburgh receives rainfall throughout the year. Hence strategies that benifit the same such as storm water management, conservation of water, recharging ground water can be an inherrent part of the design. The wind is consistent and year long but the speed of the wind isnt too high to employ wind mills for wind energy.

1. Engineered systems that filter storm water from parking lots and impervious surfaces, such as bio retention cells, filter strips, and tree box filters. 2. Engineered systems that retain (or store) storm water and slowly infiltrate water, such as sub-surface collection facilities under parking lots, bio retention cells, and infiltration trenches. 3. Modifications to infrastructure to decrease the amount of impervious surfaces such as no curbs, no gutter, and reduced width streets. 4. Low-tech vegetated areas that filter, direct, and retain storm water such as rain gardens and bio-swales. 5. Innovative materials that help break up (disconnect) impervious surfaces or are made of recycled material such as porous concrete, permeable pavers, or site furnishings made of recycled waste. 6. Water collection systems such as subsurface collection facilities, cisterns, or rain barrels. 7. Native or site-appropriate vegetation. 8. Close planting of trees.

Pittsburgh has many bright and sunny days. Brighter and longer durations of sunlight are received, during summer, but not so significant during the winter seasons. A consistent 6- 7 hours of sunlight and daylight is available. Hence solar strategies such as solar panels , can be used for design. The cloud cover is present due to consistent precipitation, causing glare. This can be reduced by using less reflective surfaces.

Trees located along streets act as a glare and reflection control. Trees provide protection from downward fall of rain, sleet, and hail as well as reduce storm run-off and the possibility of flooding. Trees cut down noise pollution by acting as sound barriers. Trees improve water quality by slowing and filtering rain water as well as protecting aquifers and watersheds.

source: argodesign. com

ABOVE Potential planting strategy for parking lots, sidewalks and roads

source: argodesign. com

ABOVE Potential stormwater strategy using porous surfaces and curb cut outs

source: argodesign. com

ABOVE Detail for porous surfaces for parking lots

LEFT Planting of native trees and an under drain system with sand and gravel mix that purifies water source: argodesign. com

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Halket Street Station TOD

CREATING THE THIRD PLACE

ELIA SORICE

Located on the block of Halket Street, Fifth Avenue, Forbes Avenue, and McKee Place, this transit oriented development is linked to the future Halket Street stop along the Fifth Avenue corridor. With a strong urban context to build upon, the design of the site took its cues from the massing of adjacent institutional buildings, creating a continuous street edge along Fifth and Forbes Avenues and Halket Street. Adjacent amenities and institutions, south facing exposure, as well as neighborhood connections to the surrounding area influenced location of commercial, residential, and office uses as well as public open spaces. The design takes advantage of the steep topography, which drops 25 feet from Fifth Avenue to Forbes Avenue, allowing for stepping of the building masses and the creation of a public green space that spans the existing alley. This quality green spaces at midblock create a rare community place within the city and a neighborhood amenity for local residents, connecting community to transit through the idea of the unexpected. The design of the Halket Street TOD site supports the installation of the future Halket Station transit stop along the Fifth Avenue corridor. By providing a business center at the Halket Station, the site can become a destination and meeting place between downtown and the institutions of Oakland and Shadyside. At the intersection of transit, business, and community, the Halket Station TOD can truly become a Third Place within the City of Pittsburgh.

Strategic location at Halket Street supports future BRT stop. Location and Existing Conditions Analysis Located on the block of Halket Street, and between Fifth and Forbes Avenue in Oakland, the transit oriented development site is strategically located along the Fifth Avenue corridor. Building upon local amenities, institutions, and a high number of potential riders, the TOD site can support this future stop along the Fifth Avenue Express. Situated between the future Birmingham Bridge Station and the Atwood Street Station, the Halket Street Station can serve potential riders who frequent local destinations, employment centers, and residential neighborhoods within a 1/4 mile walk of the transit stop.

UPMC UNIVERSITY OF PITTSBURGH CARLOW UNIVERSITY

MAGEE WOMEN’S HOSPITAL

ABOVE Halket Street Station location in Pittsburgh

Atwood Street

UPMC

UNIVERSITY OF PITTSBURGH

Birmingham Bridge CARLOW UNIVERSITY

Halket Street MAGEE WOMEN’S HOSPITAL

ABOVE Strategic Location between adjacent stops supports development of the this future stop

ABOVE Destinations within a 1/4 mile walk serve a high number of potential riders

AD RO

Halket Street Station

FIF

Building Frontage: Existing Street Frontage addresses dominant traffic patterns along Fifth and Forbes Avenues.

L FIE

Halket Street Station

R TE ES CH

U EN

FIF

AR LT CO

ET CH

E AV

AD RO

Halket Street Station

L FIE

FIF

Circulation: Existing vehicular and pedestrian traffic patterns along Fifth and Forbes Avenues limit access to the site.

E NU

R TE ES

E NU

R TE ES

Halket Street Station

LK HA

VE SA

E AV

FIF

E NU

VE TA

ET RE

VE SA

Reconfiguration of traffic patterns to accommodate BRT and two way traffic increases access to site.

E NU

VE TA

VE SA

AR LT CO

T ES CH

F ER D

IEL

Halket Street Station

VE TA

VE SA

New development on the site focused along Halket Street creates pedestrian activity and a strong street edge.

E AV

AD RO

FIF

AR LT CO

E NU VE TA

LK ET

E AV ES

Open Space Location: Intersection of Chesterfield Road and Coltart Avenue with the TOD site determines open space locations. Visible public spaces with access to the surrounding community attracts BRT riders and local residents.

ET RE ST

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Challenges and opportunities influence design concepts. CHALLENGES

Physical site characteristics become design opportunities

OPPORTUNITIES

Existing strengths and assets of the site and community connections provide impetus for future development

STEEP TOPOGRAPHY

STRONG URBAN CONTEXT

•

Use natural topography to shape site Utilize southern exposure

FRAGMENTED BUILDING MASSING •

Increase density of site

•

Create strong street edge

Take queues from and build upon existing urban fabric

ADJACENT AMENITIES •

Form relationship with existing institutions and support local amenities through new development

COMMUNITY CONNECTIONS •

•

Engage community through public gathering spaces and civic participation Support the goals of OCDP’s Oakland 2025 Plan

Design Concepts Align with OPDC Oakland 2025 Plan. GOALS OF OAKLAND 2025 OPEN SPACE AND ART •

Weave green infrastructure and public art into all economic development initiatives.

TRANSPORTATION •

Create new transportation choices that strengthen neighborhood connections and emphasize innovative, safe and high quality design.

HOUSING AND BUILDING •

Attract diverse population by promoting quality of life, conservation and innovative new choices.

BUSINESS DEVELOPMENT •

Focus on local, unique, diverse businesses that grow from Oakland’s innovation economy and support neighborhood health.

COMMUNITY BUILDING •

Reinforce neighborhood identity and increase social capital through community consensus, social networks, stewardship, gathering places, and increased connectivity.

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Site Plan E NU

E AV

H IFT

Retail:

33,500 SF

Residential:

102,000 SF

Office:

147,500 SF 7,000 SF

Parking:

D AD RO

Halket Street Station

IEL

ES CH

Community Center:

AR LT CO E NU

VE TA

VE SA

190

HA E RE

ST T

Building Use E NU

E AV

H IFT

Retail:

33,500 SF

Residential:

102,000 SF

Office:

147,500 SF 7,000 SF

Parking:

D AD RO

Halket Station Business Center

IEL

ES CH

Community Center:

Office

190

Commercial

Residential

VE SA

E NU

Office

VE TA

Community Center

AR LT CO

Commercial

Retail Office

Office Space

Residential

E RE

Community Center

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Building Form Takes Advantage of Site Topography.

Fifth Avenue

Forbes Avenue ABOVE Proposed elevation along Halket Street

Stepped Building Massing

Shading Devices

Local Materials

Green Space Decks Over Existing Alley.

Fifth Avenue

Forbes Avenue ABOVE Site section along Halket Street

Decked Green Space

Pedestrian Access

Stormwater Management Strategies

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Diverse Activities Create the â&#x20AC;&#x153;Third Place.â&#x20AC;?

Banquet Space Community Plaza Commuity Gateway Business Center Cafe

Residential Gardens

Community Performances

Unexpected Journey

Business Center Cafe

Residential Gardens

The Third Place Introduced at the transit stop is a new “Third Place”, which provides an alternative to the two social spheres of work and home. A café, copy center, and bicycle storage center along Fifth Avenue creates an integrated business/ meeting space for local workers and residents and BRT passengers. The community center will include a childcare facility, which serves the same combined population. Building upon the strengths and opportunities of the project location, the TOD site introduces the idea of the “unexpected.” An interior public open space is created by decking over the alley and the parking along it, introducing a variety of facilities, including a community garden, playground, an event pavilion, and a plaza theater, which support both formal and informal activities. The path links destinations and a diverse program of activities for a variety of people, whether just passing through (eg, to/ from the transit stop) or meeting with colleagues or friends. The pedestrian journey through the site is facilitated by a series of ramps and steps that lead to and through the green space. At the intersections of transit, business, and community, these activities create a new “Third Place” in Pittsburgh, centered around the Halket Street Station.

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Level O Retail: SF Community Center: Parking:

VE TA

AR LT CO

VE SA

Retail

Office Space

L HA T KE

Residential ET

Community Center Parking

22,000 3,500 SF 36

Level 1 Residential: Office:

23,700 SF 5,000 SF

Community Center: Parking:

3,500 SF 154

AR LT CO VE TA

VE SA

Retail

Office Space

L HA T KE

Residential ET

Community Center Parking

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 179

Level 2

U EN

T FIF

T ES CH

Retail:

11,500 SF

Residential:

18,500 SF

F ER

36,000 SF

IEL

Office:

AD RO

AR LT CO VE TA

N VE SA

Retail

Office Space

L HA T KE

Residential ET

Community Center

Level 3

U EN

T FIF

Residential:

T ES CH

Office:

29,700 SF 32,700 SF

IEL

F ER AD RO

AR LT CO VE TA

VE SA

Retail

Office Space

L HA T KE

Residential ET

Community Center Building Below

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Level 4

U EN

T FIF

Residential: Office:

18,900 SF 32,700 SF

T ES CH D

IEL

F ER AD RO

AR LT CO VE TA

N VE SA

Retail

Office Space

L HA T KE

Residential ET

Community Center Building Below

Level 5

U EN

T FIF

Residential:

T ES CH

Office:

10,800 SF 23,100 SF

IEL

F ER AD RO

AR LT CO VE TA

N VE SA

Retail

Office Space

L HA T KE

Residential ET

Community Center Building Below

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 183

Level 6

U EN

T FIF

Office:

18,000 SF

T ES CH D

IEL

F ER AD RO

AR LT CO VE TA

N VE SA

Retail

Office Space

L HA T KE

Residential ET

Community Center Building Below

Supporting the BRT: Halket Station Business Center.

Bicycle Storage Center

Copy Center

Cafe

Meeting Room

Common Plaza Meeting Room

Meeting Room

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 185

Project enriches the interior and exterior of the site.

ABOVE Aerial view of TOD site. Proposal enriches existing urban context while creating a soft, interior public space

Site development works with existing urban context.

ABOVE Aerial view of Fifth Avenue and Halket Street Station. Building form works with existing urban context to create a strong street edge along Fifth Avenue

CARNEGIE MELLON UNIVERSITY | MASTER OF URBAN DESIGN | 187

Community center builds upon neighborhood goals.

ABOVE Intersection of Coltart Avenue and Fifth Avenue celebrates the community of Oakland. Terraced garden references the steps of Pittsburgh, taking pedestrians on an unexpected journey.

Plaza fosters a sense of community and civic pride.

ABOVE Interior public space becomes the heart of the Oakland community, hosting a variety of activities, performances, and catered events.

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TOD site creates the “Third Place” in Pittsburgh.

ABOVE The intersection of business, transit, and community, create the “Third Place” in Pittsburgh

TOD Contribution to the Fifth Avenue Express • • • •

Supports existing institutions and amenities through new business concepts Creates a destination along route as well as a meeting place Supports and fosters a sense of community Provides quality green space in the city

Fifth Avenue Express Contribution to the TOD • • •

Supports the Goals of the OPDC Oakland 2025 Plan Supports a large number of potential riders who work at nearby institutions as well as local residents who will use transit to reach downtown or the East End. A vibrant and lively pedestrian experience along the street edge and the idea of transparency will help attract riders to use the amenities provided within in the TOD

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