Saw Mill Run Boulevard

FINAL RECOMMENDATIONS

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T E C H N I C A L M E M O R A N D U M N O. 3

March 2003 City of Pittsburgh § DEPARTMENT

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FINAL RECOMMENDATIONS Saw Mill Run Boulevard A

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T E C H N I C A L M E M O R A N D U M N O. 3 Prepared for

City of Pittsburgh Department of City Planning Submitted by

LaQuatra Bonci Associates Landscape Architects & Urban Designers Pittsburgh, Pennsylvania In Association with

Glatting Jackson Kercher Anglin Lopez Rinehart Orlando, Florida

TriLine Associates Pittsburgh, Pennsylvania © 2003 LaQuatra Bonci Associates.

Bay Area Economics Washington, DC

Robert Lurcott Pittsburgh, Pennsylvania March 2003 Saw Mill Run Boulevard §

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Sheet Title & Description INTRODUCTION Local Context Process, Vision & Design

BASIS

FOR

RECOMMENDATIONS

Issues at a Glance Flooding Traffic Land Use/Economic Development Urban Design/Aesthetics Putting It All Together

DESIGN CRITERIA Flooding Control Creating Ideal Parcels &

1 2 3 4 5 6 7 8 9 10 11 12 13

© 2003 LaQuatra Bonci Associates.

Streetscapes & Furnishings

Best Development Scenario Best Traffic Scenario Master Plan Creation of a Parkway Penn Coil Site Whited & Colerain Intersection Route 88 & 51 Junction Community Crossroads Route 88 Flooding Next Steps

Appendix

Traffic Improvements Edge Conditions

TH E U RBAN D E S I G N P L A N: FINAL RECOMMENDATIONS

14 15

Land Acquisition Roadway Improvements Development Parcels Probable Opinion of Costs

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16 17 18 19-20 21 22 23 24 25 26 27 28 29 30 31-32 33-34 35-45

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The Saw Mill Run Valley...

The Sawmill Run valley, from the West End to Fairhaven and possibly beyond, offers a park and parkway opportunity which should not be neglected until commercial development becomes a serious stumbling block to its realization. It is an interesting valley of varying width and form, enclosed by high, steep banks, occasionally wooded; in some parts it is wide enough only for a drive, while in others large, flat meadows make ideal places for play. And Sawmill Run itself, when it is no longer used as an open sewer, will be an additional element of park value.

Surrounded as it is by land accessible to the city and reasonably adapted to residential use, this valley seems an unusual opportunity for effective park service.

In taking it for park use,

Shalerville and the Bell Tavern settlement would, of course, be excepted; otherwise, the holdings should be continuous from Temperanceville to Fairhaven; and such scattered buildings as would in any way impair the value of the park should eventually be removed. A boulevard thoroughfare should extend the length of the valley, serving not only as a cross-town connection between

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important radial thoroughfares, but as a link in a circumferential parkway system.

Frederick Law Olmsted excerpt from "Pittsburgh - Main Thoroughfares and the Down Town District" December, 1910

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I n t r o d u c t i o n

Š 2003 LaQuatra Bonci Associates.

The following publication is a report depicting final recommendations that were a direct result of a public charrette process with the community, the City, public agencies, and stakeholders. The initial charrette was an analysis gathering session and also in the second charrette.

These recommendations described in multiple design alternatives for the corridor will illustrate development options and transportation improvements as components of sound urban design. The urban design plan should become the basis of setting a marketing strategy for the corridor.

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Local Context The focus of this study is located in the southern region of Pittsburgh and stretches along Saw Mill Run Boulevard, or Route 51, for 2.7 miles from the Liberty Tunnel southeast to Stewart Street. The study area also follows Library Road, or Route 88, for 0.8 miles southwest to McNeilly Road. From Downtown Pittsburgh, Route 51 is easily accessed via the Liberty Tunnels.

Travelling south, Route 51 leads to Uniontown where it connects with the National Road (Route 40). Route 51 intersects with Route 88 approximately 2.4 miles south of the Liberty Tunnels. Route 88 is a major connection between the South Hills suburbs and the City of Pittsburgh.

Route 51 Corridor

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Saw Mill Run

Study area highlighted

Land usage along Route 51

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The Vision The City’s vision is to create an attractively landscaped, multi-modal transportation corridor with pockets of well-designed and accessible commercial development.

There will be a desirable mix of new commercial uses in nodes interspersed with pleasant looking landscaped areas. A tree-lined median will make the corridor more attractive, and make it seem like an urban boulevard in the true sense of the word.

The second aspect of the vision is to redefine the corridor to a new design aesthetic by providing a framework for development of a well-landscaped, multi-modal transportation corridor that will attract new investment and economic development.

The Approach

Design Principles

To develop a comprehensive Urban Design Plan for the Saw Mill Run corridor, we must integrate appropriate transportation, development and marketing strategies to improve traffic flow, pedestrian safety and provide a positive environment for economic development and reinvestment. This requires an understanding of the corridor’s landscape and development characteristics, its potential and constraints for development, and definition of resource strategies and development options that are appropriate and able to be implemented. Throughout this process, recommendations for detailed transportation analysis and specific, individual transportation projects will be highlighted. We propose to provide a vision first, and then presenting alternatives to improve traffic flow, land use and the image of the corridor based on sound urban design principles built through community consensus.

At the start of the process, the following design principles were presented as a framework for the study.

The Process

The principles were continually reinforced by the community and were helpful in building consensus for the final recommendations.

© 2003 LaQuatra Bonci Associates.

To develop this vision, an extensive public process was used to reach consensus for improvements to the corridor. Public meetings and work sessions were held on site at the Overbrook Community Center on the following dates: Work session #1 on March 20-22, 2001, the Analysis and Visionary session Work session #2 on May 22-24, 2001, the Design Alternatives and Preferred Plan session.

Public comments were solicited over the two to three day work sessions through various focus groups and interviews.

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1 Develop a coherent Development Plan for the entire corridor, including a strategy for vacant and underutilized parcels.

2 Develop a new boulevard strategy to create a more pedestrian-friendly environment.

3 Introduce traffic calming strategies.

4 Develop a strategy to integrate storm water management techniques to mitigate the environmental constraints of the Saw Mill Run watershed.

5 Develop a new vocabulary of streetscape and landscape elements to improve the aesthetics of the corridor.

6 Provide for better connectivity to nearby neighborhoods.

7 Enhance development opportunities.

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B a s i s f o r R e c o m m e n d a t i o n s

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Issues at a Glance Flooding Traffic Land Use / Economic Development Urban Design / Aesthetics Putting it All Together

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BASIS

FOR

RECOMMENDATIONS: Issues at a Glance

Image of flooding

Corridor conditions approaching Whited/Colerain intersection

Land use at Whited/Colerain intersection

Sinage is a tool to convey pedestrian networks

Flooding

Traffic

Land Use/Economic Development

Urban Design / Aesthetics

Public demand for control of flooding issues, the #1 issue in the corridor

Restricted corridor limits traffic improvements/no chance for pedestrian amenities

Restricted depth of land parcel limits possibilities for sustainable economic development

The corridor has no distinct image or landscape character.

There is no pedestrian environment

Flooding

Traffic

Land Use/Economic Development

Urban Design / Aesthetics

Acquire the services of a watershed/ water consultant to facilitate a flood control plan for the entire corridor, including upstream parcels with the assistance of Penn State University Center for Watershed Stewardship, the Army Corps of Engineers, and the PA Department of Environmental Protection.

Integrate flooding control measures in all improvements, both urban design and traffic.

Incorporate left and right turn traffic movements by incorporating the use of jug handles, thereby improving through traffic improvements.

Rebuild Route 51 and 88 intersection in a different manner than previously suggested by PA DOT.

Developing a sustainable parcel size and depth has been determined that would allow future development in “clustered” development sites within the corridor, this coupled with both short term traffic and flooding improvements will ensure economic stability.

A long term strategy of "greening" the corridor and developing a parkway/park framework for the Route 51 corridor, acquisition of the new sustainable parcels, and eventually tie to a larger park framework plan will be established.

Develop a uniform strategy of landscape improvements to develop a unified image for the corridor and provide for a continuous pedestrian network. This is vital to transforming the corridor.

© 2003 LaQuatra Bonci Associates.

Conclusions:

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BA S I S

100-Year Flood

RECOMMENDATIONS: Flooding

50-Year Flood Landslide Prone Area

Typical flood condition along the Route 51 Corridor

Delineation of 1 0 0 - y e a r f l o o d p l a i n

These two diagrams illustrate the methods by which water is restricted in the corridor at the present time. During storm surges, the box culverts and channels can not handle the amount of water passing through the corridor.

Culvert

FOR

The primary problem with the corridor is its restricted and limited ability to handle storm surges from upstream during periods of heavy rain.

The diagrams show the extensive impact of flooding on the corridor, which impacts a majority of parcels in the study area. The ideal solution is to find areas to create more surface capacity to handle storm surges. These areas have been conceptually defined, and have been designed to function as a storm water control method as well as adding recreational value.

Utilizing proven methods for reconstructing the stream banks will provide some relief to the onslaught of rushing storm water and create an aesthetic diversion from the hard environment of Route 51. As part of this rebuilding process, a recreation trail is proposed to introduce pedestrian uses within the corridor. These specialized projects require experienced consultants to correctly design the renovations and a contractor with the skill to effectively build to the specifications. These projects will add an inherent beauty to the corridor that will foster community enthusiasm.

Channel Typical flood runoff at stream

Retention Pond Retention Pond

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Widened Channels

Retention Pond

Location of potential retention ponds and widened channels to provide more surface area to handle water

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Property damage due to flooding of Saw Mill Run

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BASIS

Routes 51& 88 Light Rail Transit

RECOMMENDATIONS: Traffic

Light Rail Station

Busway

Bus Stop Left turning movements from collector streets onto Route 51

Diagram showing major and minor streets, light transit rail, and busway

Typical off-peak traffic flow along Route 51

Jug Handle Left Hand Turn

FOR

The automobile truly defines the character of Route 51, from the amount of auto-related businesses to the daily congestion of rush hour traffic. Commuter traffic to and from the South Hills suburbs makes up most of the traffic that travels Route 51. Left hand turning movements from Route 51 to intersecting streets are difficult because there are not any dedicated left turn lanes. Right hand turning movements, from and onto Route 51 from businesses and neighborhoods, are also a problem.

Varying lane widths along Route 51, from 10’ to 13’, its curvilinear nature and shallow building setbacks provide for an unsafe ride for motorists.

The indirect left turn, or "jug handle," is a time-honored solution to the problem of making left turns to and from roadways where the more ordinary measures such as left-turn lanes, are not possible. In the jug handle turn, the motorist turns right, follows a loop or a quadrangle of streets, then crosses Route 51 in a through movement, similar to a cross-street movement. The indirect turn can take a number of different configurations: as a loop-like jug handle, a quadrangle of streets, or at a "Michigan left turn," in a U-turn across a wide median on the intersecting street. Regardless of its configuration, the principle is the same: the left turn is converted into a series of offstreet turns, and the left-turning motorist crosses the street as a part of normal cross-street traffic flow. With indirect left turns, no lanes are needed for left turns in the major street, nor are vehicles stopped while waiting to make left turns.

Jug Handle

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Route 51-88 Intersection

Traffic stacked at Edgebrook Avenue

Diagram showing recommended traffic improvement areas

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BA S I S

Developed Parks Open Space

Possible redevelopment area at Whited and Colerain

Diagram showing existing land parcels

RECOMMENDATIONS: Land Use / Economic Development FOR

The 1999 study found a total of 1,021 properties totalling 343 acres of land in the corridor. There are over 500 buildings containing approximately 1.9 million square feet of gross floor area. The corridor’s active uses are dominated by auto-oriented sales and services, light industrial supply and service operations, distribution facilities, and institutions. Consumer-focused retail uses are much more limited, due, in part, to access constraints. A few residential units remain, though many have been converted, or partially converted, to business use. There are probably less than a dozen residential units remaining in the corridor.

A large aspect of having a successful development parcel, as expressed to the design team from the community, is having access to and from a business without having to actually get on Route 51. An appropriate dimension for a lot depth to accommodate the addition of a local street network and provide flexibility for long term economic sustainability of the parcel is 125 feet. This depth includes a dedicated interior access drive paralleling the Route 51 cartway. In coordination with the solutions for the traffic mentioned above, jug handles, when properly designed, can constitute valuable parts of local street network. See page 13 for parcel development design criteria.

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Intersection at old Country Belle site

Reinforce Existing Development New Development Parcel

Open Space

Reinforce Existing Residential

Town Center Route 51 and 88 intersection as a possible redevelopment area

Land parcel strategy diagram

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Utility clutter

BASIS

Lack of street trees

RECOMMENDATIONS: Urban Design / Aesthetics

Decorative light fixture

Because of the harsh environment of Route 51, the addition of streetscape amenities in the form of decorative lighting, street trees, and landscape buffer will be instrumental to the success of the proposals presented in this report. The installation of street trees provides shade and a sense of rhythm. The landscape buffer will create a sense of security by separating the pedestrians with the fast moving vehicular traffic. Where appropriate benches can be added to provide the enhanced pedestrian traffic a brief rest while taking a walk.

Pittsburgh has a rich vocabulary of decorative piers and railings that can be built upon and used where necessary throughout the corridor. Keeping these different elements uniform along Route 51 may provide a feeling of cohesiveness that will make walking here a pleasant experience. Also, these streetscape elements will provide a sense of enclosure for the corridor and help calm traffic, as well as change the image of the corridor as a new address for economic investment.

Lack of sidewalks

Route 51 Landscape buffer

Route 51

Existing conditions

Landscape easement with a buffer separating the sidewalk from future parking lots

Street Light

FOR

Pedestrian-scale Light Bollards

Rails, Bridges and Piers

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Lighting standards and street furniture

Examples of pedestrian amenties

Picture of street cluttered with utility poles and signs

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Same street after reconstruction and addition of amenities

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BASIS

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RECOMMENDATIONS: Putting It All Together

3 New interior access drive

Integrated bike path

1

2 New development parcel New terraced channel Section through new parcel at Whited/Colerain jug handle

Storm water remediation Traffic improvements Interior access drives

Diagram showing the components of a successful parcel

Integrated bike path New interior access drive

1 2 3

New jug handle New terraced channel

New development parcel

Over the long term, the economic development strategy calls for redevelopment of sustainable businesses on sites that can offer adequate access and parking on and off Route 51. Redevelopment is recommended at three locations based on their size and the potential for improving traffic access: 1 Community Crossroads/Northside of Route 88 from Route 51 to McNeilly Road 2 Whited/Colerain/Route 51 Intersection 3 Penn Coil Site Jug handles and service roads will provide enhanced traffic access at the intersection of Routes 51 and 88, at the Whited/Colerain/Route 51 intersection and at the Englert/Route 51 intersection. The Edgebrook/Route 51 intersection will be enhanced with dedicated left-turn lanes to provide better access to the Penn Coil site.

Seven existing business areas and one cluster of houses are recommended for reinforcement and upgrading of uses. In the remaining areas of existing development, the plan recommends land banking as businesses move or close so that over time those sites can be returned to a more natural state, enhancing Saw Mill Run's environment and image.

The best sustainable development parcels will have three cohesive components as shown in the diagram.

Those components will link any successful parcel to traffic improvements and neighborhood connections while implementing necessary flooding improvement programs.

New retention pond & New jug handle

Š 2003 LaQuatra Bonci Associates.

recreation trail

Plan of new development parcels, storm water management, and traffic improvements

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D e s i g n

C r i t e r i a

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Flooding Control Creating Ideal Parcels & Traffic Improvements Edges, Pedestrian Zone & Image Streetscape & Furnishings

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PROBLEMS These two diagrams illustrate the methods by which water is restricted in the corridor at the present time. During storm surges, the box culverts and channels can not handle the amount of water passing through the corridor.

Channel

Culvert

SOLUTIONS

Major storm events

Terraced channel

Recreation trail

Minor flooding Normal flow Overflow retention area Terraced channel

Inclusion of a r e t e n t i o n p o n d

D E S I G N C R I T E R I A: Flooding Control The series of drawings shown paints a picture of possible solutions to the larger problem of flooding throughout the corridor. The key is the creation of more surface area to handle flood water surges in specific areas, such as the Route 51 and 88 intersection, where culverts are not large enough to accommodate the amount of rain water that is attempting to flow through. This causes the water behind the culvert to back up and spill onto Route 88, then subsequently onto Route 51, and the businesses located there.

One solution would be to remove as many of the culverts as possible and create a more natural stream channel. Widening of the creek would increase the surface area and allow more water to pass through the channel.

The addition of a landform terrace would create even more surface area to store water. The terraces could then become usable, recreation space when the creeks are at their normal levels. In addition, to these practices need to be created upstream and throughout the corridor to provide a holding area for major storm events that can occur very quickly.

However, due to the topography, the hydrology of the valley, and the concentrated land uses upstream, flooding in the corridor will continue to occur. The above solutions may help to mitigate, but will not completely eliminate the effects of flooding. These solutions are recommendations from the design team to begin addressing the flooding issue and will have to be studied more carefully by qualified professionals as part of a comprehensive watershed stewardship plan. In addition, no development should occur in the corridor without the required storm water management procedures in place.

“Spillway”

© 2003 LaQuatra Bonci Associates.

Recreation trail Terraced channel

Recreation trail

Terraced channel

Overflow retention area Plan illustrating how a use area functions as a retention area

Section illustrating how a use area functions as a retention area

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Left Turn

D E S I G N C R I T E R I A: Creating Ideal Parcels & Traffic Improvements

Route 51 and 88 Reconfiguration

Jug Handle

To create a development parcel that would be conducive to the corridor, a minimum depth 125’ should be targeted. This depth would provide sufficient space for a 20’ wide access drive, behind an 80’ deep building with a 10’ wide sidewalk and a 15’ setback from Route 51. This setback would serve as an area for the possible relocation of utility lines, creation of a planting buffer, and possible future expansion of Route 51. The major limiting factors to the depth, as discussed previously, are the slopes, Saw Mill Run, and existing buildings.

The creation of these parcels would be linked together with a network of local streets. These local streets would then link to the neighborhoods flanking the corridor. The map delineates the handful of areas that are at least 125’ deep. Isolated parcels that are located in the northern portion of Route 51 could possibly become undeveloped land that would enhance a parkway feel to the roadway.

Jug Handle

Reinforce Existing Development New Development Parcel

Open Space

Reinforce Existing Residential

Town Center

Diagram showing potential clustering of parcels associated with traffic improvements

125’

Jug handle

New development parcel Route 51 Through street

Interior access drive located to the back of the site Diagram showing jug handle concept solving right and left hand turn issue

Development with interior access drive to the back of the site

Route 51 with new verge, street trees, and sidewalk

Typical section through new parcel - Option 1

125’

Interior access drive

© 2003 LaQuatra Bonci Associates.

New development parcel

Interior access drive

Development with interior access drive to the Service drive located to the back of the site

front with service drive to the back of the site

Option 1

Interior access drive located to the front of the site

Option 2

Diagram showing creation of sustainable, 125’ deep parcels in association with jug handles

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Route 51 with new verge, street trees, and sidewalk

Typical section through new parcel - Option 2

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D ESIGN C RITERIA: Edges, Pedestrian Zone & Image

Utility clutter

Lack of

A component of successful retail development is having pedestrian traffic, which is scarce in the corridor.

Improving the edge conditions along Saw Mill Run Boulevard to be inviting for a shopper to walk from one business to another would be beneficial not only for the business itself, but for the image of the corridor. The addition of a landscape easement would provide a protective barrier to the pedestrian from oncoming traffic.

Additionally an 11’ landscape easement would present the opportunity for expanding of Route 51 5’, while still providing a 6’ planting strip, which would give ample space for a lawn strip, hedge, and a row of low growing groundcover or flowers. Trees in this landscape strip would not be possible due to the hazard of a vehicle colliding with it. In depth restricted areas, an urban downtown shopping district image would be appropriate. This would entail using smaller, pedestrian scale lighting, building canopies and signage above doors, and having a pavement treatment from the curb to the buildings.

Lack of

sidewalks

Route 51

street trees

Existing conditions

Decorative light fixture Decorative light fixture

Landscape buffer

Grass verge

Route 51

Route 51 Sidewalk Addition of landscape easement

Landscape easement with a buffer separating the sidewalk from future parking lots

Buildings placed

Buildings placed

at the sidewalk.

at the sidewalk.

Pedestrian-scale © 2003 LaQuatra Bonci Associates.

light fixture Grass verge

Route 51

Route 51

Building setback

Urban edge

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D ESIGN C R I T E R I A: Streetscapes & Furnishings Street Light

The sections on this page illustrate the application of the various street furnishing components.

Successful use of these elements will enhance and enliven automotive and pedestrian experiences throughout the corridor.

Pedestrian-scale Light Bollards

Rails, Bridges and Piers

Lighting standards and street furniture

Street trees and sidewalks

Bridge over widened chan nel with decorative railing Terraced channel with recreational trail

New development Interior access drive with landscape buffer Section through proposed widened channel showing typical bridge

Typical section through new parcel, interior access drive, and terraced channel showing trail connection

Landscape buffer with decorative lighting

Landscape median

New development

Š 2003 LaQuatra Bonci Associates.

Decorative lighting

Route 51

Parallel service drives

Route 51

Addition of sidewalk

Section through new parcel showing parallel service drives along Route 51

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Typical section through proposed Route 51 parkway A

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T h e

U r b a n D e s i g n P l a n : F i n a l R e c o m m e n d a t i o n s Short and Long Term Solutions

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The overarching recommendation is to develop a Watershed Conservation Plan and Flood Control Plan for the corridor, integrating surface retention where possible Reconfigure land uses for new economic development along Route 88, shift Route 88 north west and incorporate surface retention areas as part of the new roadway design Reconfigure Route 88 and Route 51 staged interchange improvements as per recommendations Cluster Development in key areas where jug handles can be improved and parcel depths allow for sustainable development; begin theory of interconnecting parcels as they are redeveloped or phased Where land uses are marginal, obtain ownership and use additional right of way to make improvements to the vehicular and pedestrian networks Develop new land development guidelines to improve site development practices - encourage setbacks, interconnected travel lanes, sidewalks, etc., to improve safety and visibility along the corridor

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THE URBAN DESIGN PLAN : FINAL RECOMMENDATIONS Best Development Scenario

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To achieve a substantial economic development impact will require an aggressive land acquisition program, including acquiring sites directly for redevelopment, and obtaining redevelopment use of sites acquired for transportation and flood control proposes. Such a pro-active approach is necessary to ensure that any new private investment provides for critical access and flood control improvements.

The strategy should be to cluster redevelopment activities: around traffic improvements (including planned arterial improvements, and use access improvements – jug handles) where parcel depth is sufficient for internal circulation, parking and marketable building size. to provide for integrated flood control measures.

Four areas have been identified which meet the above criteria, and show substantial potential for redevelopment.

Whited / Colerain The east side of Route 51 at Whited and Colerain Streets, including the long vacant old Country Bell Dairy site, is a prime candidate for redevelopment.

It is the largest vacant site in the corridor, under one ownership. The area provides the opportunity for the creation of a jug handle intersection, providing direct access from the abutting neighborhood streets, and from Route 51 without left turns, and multiple right turns into curb cuts.

The Dairy site is deep enough to permit development of structures meeting present criteria for retail or service space, with parking between the structures, a sufficient setback from Route 51 to provide for good pedestrian connections and landscaping, with a rear access road, a widened creek channel, and a bike path. If the site is raised a few feet, and a retention pond is constructed on the Ansonia site, just upstream, substantial

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flood protection would be achieved. The site can provide a relocation resource for businesses impacted by flooding or access problems. Uses on the site are likely to include: restaurants, business service and supply operations .

Penn Coil While the vacant manufacturing building on the Penn Coil site is not easily adaptable for other uses, the site meets the size and depth requirements to have potential for redevelopment. Therefore, a complete redevelopment of the site would be optimal. The site provides the opportunity for dedicated left turn access lanes from Route 51. The site is sufficiently deep to allow both a rear access road and a continuation of the bike path. Likely uses, again, would be restaurants, business service and supply operations.

Route 88 This corridor can only reasonably be redeveloped as part of a multi-purpose undertaking, involving substantial road improvements and flood control measures. The proposal would be to provide for a widening of the Saw Mill Run channel along the roadway, alleviating the flood potential in the Community Crossroads area near the intersection of Routes 88 and 51. To widen the channel, the road would have to be moved to the north, requiring the taking of the adjacent commercial properties. Replacement of the existing buildings between Route 51 and McNeilly Road would allow raising the site above flood level and rebuilding with modern structures served by adequate parking. Access would be provided with multiple right turns and a single signalized left turn from Route 88 connecting with Transport Street, which runs behind the buildings. Likely uses would be business service and supplies, such as the specialized window and door dealers, which are presently in the area. To achieve such a redevelopment would

require a joint project between Pennsylvania Department of Transportation (PennDOT), the Urban Redevelopment Authority and, perhaps the Army Corps of Engineers.

Community Crossroads This business area, at the intersection of Routes 51 and 88, is the natural commercial center for the area, but at present is disconnected due to an unfriendly pedestrian environment. Redevelopment of the area could take place as part of the Route 88 project, because it requires all the same activities: transportation improvements, flood control and redevelopment. However, the intersection is an active PennDOT improvement project, and may need to proceed ahead of the Route 88 proposal. The first-phase jug handle intersection improvement proposal would require less roadway than the earlier PennDOT plan, and allow for an opening and widening of the stream, rather than an enlarged culvert and raising the roadway required in the PennDOT plan. Opening Saw Mill Run will require removal of one building at the intersection, but will allow for creekside pedestrian space on the northwest quadrant of the intersection. A new commercial building should be constructed east of Windows Unlimited to help frame the creek and intersection. It would be a good location for a retail food use.

Additional new retail and neighborhood office buildings should be constructed along the eastern side of Route 51 between old Ivy Glen and Maytide Street with sufficient setback to allow for adequate sidewalks and streetscape improvements. Likely tenants would include restaurants as well as neighborhood-serving retail and services.

There are several areas in the corridor with active uses which are of adequate size to warrant reinforcement with streetscape and access improvements.

The remaining marginal sites should be acquired for greenway use when the commercial uses become vacant.

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THE URBAN DESIGN PLAN : FINAL RECOMMENDATIONS Best Traffic Scenario

The Route 51 and Route 88 intersection is the most critical congestion point in the Route 51 corridor. The intersection should be improved in stages by constructing a series of jug handles as follows: 1. Build a jug handle from Route 51 northbound to Glenbury Street using the existing general alignment of Underwood Street, east of the Eckert Drug Store. The northern end of the jug handle should align with Glenbury Street with three westbound lanes (one to the south busway, one to Glenbury Street, and one to Route 88 southbound) and one eastbound lane. Rightof-way would need to be acquired. Existing Ivyglen Street between Route 51 and Underwood Street would be closed.

4. Build a jug handle from southbound Route 51 to the newly relocated lower block of Maytide Street.

5. Each of the jug handles provides the opportunity to raise these roadways approximately 2 or 3 feet to make the road less susceptible to floodway and to provide a greater hydraulic opening (clearance over the water) as the roadways pass over Saw Mill Run or Weymans Run. This would make the stream channels easier to maintain and less vulnerable to debris accumu lation.

6. Residual parts of the acquired parcels could be assembled into development sites having excellent access and parking and a highly viable "crossroads" location to form an Overbrook Town Center.

Similarly, smaller jug handle crossroads can be build at the Englert Street and Whited/Colerain Street intersections using existing northbound local streets (i.e.

Dartmore Street and Nobles Lane, respectively) and new construction for a southbound jug handle. The southbound jug handle at Whited Street requires traversing a slope and a tie-in to existing Whited Street and Ballinger Street.

Š 2003 LaQuatra Bonci Associates.

2. Build local streets connecting Overbrook Blvd., Maytide Street, and the new jug handle so local traffic need not travel on Route 51 for many short trips and traffic crossing the valley can move from one side street to another directly across Route 51 without turning onto and off the arterial. This results in better linkages within the Overbrook neighborhood and greatly simplified (i.e. efficient) traffic movements along Route 51. Right-of-way would need to be acquired. The lower block of Overbrook Blvd. would be closed.

3. Build a flyover ramp to carry the northbound left turn movement from Route 88 to Route 51 over the intersection. It is envisioned that the ramp will pass over Saw Mill Run to meet Hillview Street, cross over the Route 51 valley on structure to the slope below St. Norberts Church. It would then continue on surface to meet the new local street between Overbrook Blvd. and Maytide Street and intersect with Route 51 at a high volume connection which realigns the lower block of Maytide Street to the north. Right-of-way would need to be acquired. The lower portion of Hillview Street could be restricted to one lane of southbound (uphill) traffic.

It is critical that the structure over the valley have an aesthetically pleasing design as it will serve a landmark "gateway" to Pittsburgh from the South Hills. The rightof-way acquisitions and routing of this by-pass will have the added benefit of highlighting the view of two of the most significant buildings in the corridor, the historic Overbrook Community Center and St. Norberts Church.

View of both buildings are presently obscured by overgrown vegetation or lesser commercial buildings.

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Master Plan

Jug Handle at Whited / Colerain Intersection un ill R M aw Whited / Colerain Site S

Penn Coil Site

Whited St.

McKinley Park

© 2003 LaQuatra Bonci Associates.

Volpatt Tile / Honda House Site

Bike Path

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51

Parkway

Tambellini’s Restaurant / Red, White, & Blue Site

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T HE URBAN D ESIGN P LAN: F I N A L R E C O M M E N D A T I O N S: Master Plan

Town Center Residential Redevelopment

Institutional / Environmental

Retention Area

Jug Handle

51 Overbrook Site Widening of Saw Mill Run

Retention area Overbrook School

Route 88 Development Site Brookline Park 88

Retention Area

The master plan combines the transportation redevelopment and environmental improvement proposals described previously into an overall urban design plan.

Transportation proposals included are three jug handle intersection improvements and an added left-turn intersection. Economic development proposals include three major redevelopment areas (Penn Coil, Whited/Colerain and Crossroads/Route 88) as well as the eight existing commercial areas proposed for reinforcement and upgrade. Environmental improvements include three retention areas and three channel opening or widening areas, proposed for flood control, as well as the bike path and additional green areas created by long-term land banking of the other existing commercial areas.

Developed with input from the public agencies and the community, the following proposals form the basis for a set of final recommendations for a comprehensive urban design plan and improvement strategy for the Saw Mill Run corridor.

Key Redevelopment Opportunities exist in the following sites: 1 Creation of a Parkway along Route 51 2 Redevelopment of the Penn Coil site 3 Redevelopment at the Whited and Colerain intersection 4 Reorganization of traffic patterns at the Route 51 and 88 intersection 5 Creation of a Town Center 6 Redevelopment and realignment of Route 88

Š 2003 LaQuatra Bonci Associates.

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FINAL RECOMMENDATIONS IN DETAIL : C r e a t i o n o f a Parkway

Institutional / Environmental Crossroads Parkway

The images on this page illustrate the concept of creating a parkway along the most development restricted portion of the Route 51 corridor. By acquiring inadequate land parcels, an opportunity to return the corridor to a more natural image arises. In connection with the parkway development, the extension of a bike path through this portion of the corridor will allow for connections to various neighborhoods in the Saw Mill Run region.

Bike Path

Diagram showing location of parkway, institutional / environmental, and crossroads portions of the corridor

Existing condition along proposed Route 51 parkway

Landscape median Sidewalk / Bike path Decorative lighting

an St. Bausm

Route 51

Route 51

Slope Planting Typical section through proposed Route 51 Parkway

Landscape Median

Sidewalk / Bike Path

Landscape median

© 2003 LaQuatra Bonci Associates.

Public Open Space

Route 51

Plan showing proposed of R o u t e 5 1 P a r k w a y

Route 51

Enlarged plan of proposed Route 51 Parkway

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FINAL RECOMMENDATIONS I N D E T A I L: Penn Coil Site

Institutional/ Environmental Crossroads Parkway

New development parcel

Penn Coil Site Bike Path

Interior access drive located to the back of t h e d e v e l o p m e n t .

Diagram showing location of P e n n C o i l S i t e

Route 51 with new verge, street trees, and sidewalk

Section through new development parcel at former Penn Coil site

This site meets the size and depth requirements to have potential for redevelopment. Therefore, a complete redevelopment of the Penn Coil site would be optimal, with the inclusion of dedicated left turn access lanes from Route 51. The site is sufficiently deep to allow both a rear access road and a continuation of the bike path.

Lying within the institutional / environmental portion of the corridor, the Penn Coil site requires its edge character be clearly delineated as defined in the design criteria section of this report.

Widened Stream Channel Penn Coil Site

Parkway

Š 2003 LaQuatra Bonci Associates.

t. ok S ebro Edg

Plan showing proposed redevelopment at Penn Coil Site

Possible redevelopment area at Whited and Colerain

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FINAL RECOMMENDATIONS IN DETAIL : Whited & Colerain Intersection

Integrated bike path with widened stream channel

The east side of Route 51 at Whited and Colerain Streets is a prime candidate for redevelopment. The old Country Bell dairy site has been vacant for many years.

The use of an urban jug handle would greatly improve access from Route 51 and a new access drive along the back of the site would provide service to several parcels north of Colerain. New buildings would be constructed with parking lots in between them; a setback from the road would accommodate a landscaped edge. Raising the site during redevelopment along with widening the channel for Saw Mill Run would ease flooding problems. A bike path could follow the channel with a landscaped edge to create a more attractive development site. If the bike path is lower than the raised development site, it could provide additional area for water during flood events. Likely uses would be restaurants and business service and supply operations. This site could also offer attractive relocation sites for area businesses impacted by flooding or access problems.

New interior access drive

New development parcel with sidewalk and landscape buffer Typical section through New Development Parcel

Areial sketch showing proposed redevelopment at the Whited and Colerain intersection

Urban Jug Handle Widened Stream Channel with Integrated Bike Path

Retention Area

n ill Ru M Saw

Colerain/Whited Intersection

Š 2003 LaQuatra Bonci Associates.

Whited St.

lan showing proposed plan at Whited and Colerain intersection

Whited and Colerain intersection approaching from the north

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FINAL RECOMMENDATIONS IN D ETAIL: Route 88 & 51 Junction

Preferred Improvements Concept C r e a t i o n o f interior side streets

Preferred improvements at Route 51 and Route 88

A first phase to alleviate the traffic problems at the Route 51 and 88 intersection can be effectively addressed through the following measures: 1 Convert the left turn from Route 51 northbound to Route 88 from a left turn to a jug handle. This removes all northbound left turn movements from the intersection.

2 Realign Ivyglen Street slightly to the north so that it is in line with Glenbury Street in a plus (+) intersection. This greatly simplifies the signal operation on Route 51. More importantly, it provides a superior route for buses entering the South Busway from Route 51.

3 Build a new local street connection for the two blocks between Underwood Street, Maytide Street, and Overbrook Boulevard. It would connect all of the neighborhoods served by Maytide Street with destinations in the Route 51/88 area, without requiring traffic to use Route 51. The new segment of local street would provide valuable commercial frontage on both sides, creating new addresses for community destinations in the crossroads area.

Š 2003 LaQuatra Bonci Associates.

Alternative Concept

Addition of Route 51 fly over from Route 88

Alternative flyover concept

Plan showing existing Route 51 and 88 intersection

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If the above preferred improvement concept needs enhanced the addition of a flyover connecting Route 88 eastbound with Route 51 northbound could be considered. This option requires the acquisition of businesses and changes the street configuration within the neighborhood. The southernmost block of existing Overbrook Boulevard would be reconfigured to provide better alignment for proposed streets.

The advantages of a flyover would be the additional traffic capacity gained at the Route 51 and Route 88 intersection by removing the large number of left turns from Route 88 and eliminating the Hillview Street westbound traffic. Therefore, the green time allocated to Route 51 and the busway could be significantly increased.

The challenge of the elevated section is to design an aesthetic structure and atgrade streets that is not a detriment to the Overbrook Neighborhood which add a visual landmark to the Overbrook Community while serving local and through traffic and the crossroads development parcels more efficiently.

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FINAL RECOMMENDATIONS I N D E T A I L: Community Crossroads

Buildings placed

Institutional/ Environmental

at the sidewalk

Town center Parkway

This business area at the intersection of Routes 51 and 88 is the natural commercial center for the area, but at present is disconnected due to an unfriendly pedestrian environment. The first phase jug handle intersection improvement proposal would allow for an opening and widening of the stream. Opening Saw Mill Run will require removal of one building at the intersection, but creates the opportunity for pedestrian space along the run. Additional new retail and neighborhood office buildings should be constructed in adherence with the new design criteria proposed in this report.

Pedestrian-scale

Bike Path

light fixture

Route 51

Section showing urban edge of town center

Diagram showing location of Town center

St. Norbert’s Church

Retention Area / Public Open Space

Urban Jughandle at Overbrook Blvd.

Route 88 © 2003 LaQuatra Bonci Associates.

Development

Aerial sketch showing proposed redevelopment at the Route 51 and 88 intersection

Plan showing proposed redevelopment at Route 51 and 88 intersection

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Town Center Development

A A

Existing development on Route 88 Saw Mill Run would be widened, which would shift Route 88 to the northwest. This realignment would allow the opportunity for redevelopment along Route 88.

Route 88 Development

Saw Mill Run

Traffic, sidewalk, and building improvements are recommended for the business district along Route 51 at the intersection with Route 88 to reinforce its role as a pedestrian-friendly business district. New retail and neighborhood office buildings could be constructed along the eastern side of Route 51 between the old Ivyglen and Maytide Street with a sufficient setback to allow for sidewalks and streetscape improvements. With the these pedestrian-oriented improvements, the preferred tenants would include restaurants and neighborhood-serving retail which, analysis and community feedback have indicated, are in short supply in the corridor. These uses would work well in this location with such reconfiguration and improvements.

Opening Saw Mill Run with a wide embankment eases the constriction at that location, which is a cause of flooding.

It would require the removal of one building at the intersection, but creates the opportunity for useable, public open space in that area.

Alleviating the flooding problems along Route 88 would require giving the water a place to go other than the

FINAL RECOMMENDATIONS IN DETAIL : Route 88 road surface. Saw Mill Run's existing, restricted channel along Route 88 is too narrow to adequately accommodate the flow of stormwater runoff from upstream. The stream bed could be expanded by moving Route 88 to the northwest. This would require removal of the existing buildings between Route 51 and McNeilly Road, but would also allow raising the site above the flood plain and rebuilding with new structures served by adequate parking. Access would be provided with multiple right turn only access and egress points and a single signalized left turn from Route 88 near McNeilly Road and from Transport Street, which runs behind the existing buildings. Likely uses would be business service and supply operations, such as specialized window and door dealers.

Realignment of Route 88 New Development Parcel

New Development Parcel

Widened stream channel with Retention

decorative bridge and lighting

Š 2003 LaQuatra Bonci Associates.

Area

Addition of planted stream bank

Plan showing design concept for Route 88

Section A-A through proposed development with open channel

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Section through proposed development with natural and open channel

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FINAL RECOMMENDATIONS IN DETAIL : Flooding

Retention Pond Retention Pond

The overarching recommendation is to develop a watershed and flood control plan for the corridor and to integrate surface retention areas where possible. No future development should occur in the corridor without the required storm water management procedures in place.

Widened Channels

Retention Pond

Location of potential retention ponds and widened channels to provide more surface area to handle water

New Development Widened stream channel with

Overflow retention area

decorative bridge and lighting Recreation trail

Terraced channel

Overflow retention area Section through proposed open channel

Terraced channel

Inclusion of a retention pond

51

51

51

Š 2003 LaQuatra Bonci Associates.

Retention Pond Widened Stream

Trail

Channel

Transfer Station Plan showing proposed widening of Saw Mill Run

Plan showing proposed retention pond

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C o n c l u s i o n a n d N e x t S t e p s stream bed could be expanded by moving Route 88 to the northwest. This would require removal of the existing buildings between Route 51 and McNeilly Road, but would also allow raising the site above the flood plain and rebuilding with new structures served by adequate parking. Access would be provided with multiple right turn only access and egress points and a single signalized left turn from Route 88 near McNeilly Road and from Transport Street, which runs behind the existing buildings. Likely uses would be business service and supply operations, such as specialized window and door dealers.

The following are the next actions to be taken for the overall improvement of the Saw Mill Run Corridor: 1 Creation of a watershed association 2 Placement on the Pennsylvania Department of Transportation agenda for Route 51 and 88 corridor 3 Integration of these recommendations into the South Hills Next Great Park Plan 4 Implement economic development incentives for the corridor

Š 2003 LaQuatra Bonci Associates.

Traffic, sidewalk, and building improvements are recommended for the business district along Route 51 at the intersection with Route 88 to reinforce its role as a pedestrian-friendly business district. New retail and neighborhood office buildings could be constructed along the eastern side of Route 51 between the old Ivyglen and Maytide Street with a sufficient setback to allow for sidewalks and streetscape improvements. With the these pedestrian-oriented improvements, the preferred tenants would include restaurants and neighborhood-serving retail which, analysis and community feedback have indicated, are in short supply in the corridor. These uses would work well in this location with such reconfiguration and improvements. Opening Saw Mill Run with a wide embankment eases the constriction at that location, which is a cause of flooding. It would require the removal of one building at the intersection, but creates the opportunity for useable, public open space in that area.

Alleviating the flooding problems along Route 88 would require giving the water a place to go other than the road surface. Saw Mill Run's existing, restricted channel along Route 88 is too narrow to adequately accommodate the flow of stormwater runoff from upstream. The

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A p p e n d i x

© 2003 LaQuatra Bonci Associates.

Future Recommendations: Land Acquistion & Traffic Improvement Roadway Improvements Development Parcels Probable Opinion of Costs

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Ove

Legend

51

ytid Ma

ok

Co

No ble s

e

rbro

Institutional

M id w o o d

>125’ Parcel Depth

ler ain

G

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51

Ste wa rt

ury

Edg

sma

88

ok

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ebro

Bau

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51

b len

Ivy

M

eil

ly

To create a development parcel that would be conducive to the corridor, a minimum depth 125’ should be targeted. This depth would provide sufficient space for a 20’ wide access drive, behind an 80’ deep building with a 10’ wide sidewalk and a 15’ setback from Route 51. This setback would serve as an area for the possible relocation of utility lines, creation of a planting buffer, and possible future expansion of Route 51. The major limiting factors to the depth, as discussed previously, are the slopes, Saw Mill Run, and existing buildings.

The creation of these parcels would be linked together with a network of local streets. These local streets would then link to the neighborhoods flanking the corridor. The map delineates the handful of areas that are at least 125’ deep. Isolated parcels that are located in the northern portion of Route 51 could possibly become undeveloped land that would enhance a parkway feel to the roadway.

© 2003 LaQuatra Bonci Associates.

51

cN

F U T U R E R E C O M M E N D A T I O N S: Land Acquisition & Traffic Improvement

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R OADWAY I M P R O V E M E N T S Legend Saw Mill Run Saw Mill Run Boulevard - Existing Saw Mill Run Boulevard - Improved Cartway Saw Mill Run Boulevard - Interior Access Drive Improvements Saw Mill Run Boulevard - Proposed Improvements

Jug Handle at Whited / Colerain intersection McKinley Park

Left Turn at Penn Coil Whited St.

Run Saw Mill

t. ok S ebro Edg

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© 2003 LaQuatra Bonci Associates.

51

Parkway

51

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FINAL RECOMMENDATIONS: Roadway Improvements

Institutional / Environmental

This diagram shows possible alignment revisions related to the existing cartway of Routes 51 & 88. The most dramatic concept is transforming a portion of Route 51 from a four lane roadway to a parkway featuring two two-lane roads with a large landscaped median.

Town Center 51

A prototype for this idea is the George Washington Memorial Parkway (GWMP) in Virginia. The GWMP travels along the Potomac River from Mt. Vernon to the Beltway just northwest of Washington and is a national park. The GWMP includes an extensive bike trail that provides the residents and visitors of Washington D.C. a welcome respite from the city. An additional benefit of this roadway system is that the Parkway is noticeably cooler than the nearby freeways, a byproduct of the added vegetation and reduced pavement area.

Jug Handle

Overbrook School

The areas colored red represent Route 51 & 88 cartway alignment revisions, areas colored pink are the auxiliary improvements that include the jug handles and interior access drives, and the blue areas are simple cartway improvements to Route 51. Cartway improvements would entail resurfacing, adding the verge, upgrading street lights, installing street trees and sidewalks.

88

Another area of reconstruction is the intersection of Route 51 and Route 88. An extensive overview of these improvements can be found in a proceeding section within this document.

Š 2003 LaQuatra Bonci Associates.

Brookline Park

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Photograph of the George Washington Memorial Parkway Photo from: National Park Service Digital Image Archives

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D E V E L O P M E N T PA R C E L S Legend Potential Development Areas

Page 37 - Dairy Site Page 37 - Penn Coil Site

McKinley Park

Saw

Run l l i M

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Whited St.

Page 36 - Volpatt Tile / an St. Bausm

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Honda House Site

© 2003 LaQuatra Bonci Associates.

Page 36 - Tambellini’s Restaurant/ Red, White, & Blue Site

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FINAL RECOMMENDATIONS: Development Parcels

Page 39 - Overbrook Site Page 40 - Town Center Page 38 - Bohn’s Cycle/

DiCarlo’s Pizza Site

This drawing shows the locations of the development parcels defined in the cost analysis. Over time, many of the parcels on the western side of Saw Mill Run Boulevard should be acquired when they become available because of their marginal redevelopment potential.

Page 39 - Magnotti Stone Site

Overbrook School

Page 40 - Route 88

Development Site

This photo displays a sucessful high volume four lane corridor using practices explained throughout this report.

The use of decorative street lighting, street trees, planters, and buildings close to the cartway provides the sense of enclosure important to pedestrian traffic and successful retail. Mt. Lebanon has used raised planters to provide an even larger barrier from vehicular traffic.

© 2003 LaQuatra Bonci Associates.

Brookline Park

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Business district in Mt. Lebanon along Route 19

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O p i n i o n o f P r o b a b l e C o s t s Tambellini & Honda House Site Penn Coil & Dairy Site 76 Gas Station & DiCarlo’s Pizza Site Magnotti Stone & Overbrook Site Towncenter & Route 88 Development Site Parkway & Route 88 Realignment Jughandles & Various Road Improvements & Overbrook Overlook Saw Mill Run Boulevard Saw Mill Run Improvements Retention Areas & Public Open Spaces

The information contained in this section is meant to provide a breakdown of cost associated with the various redevelopment projects within the Saw Mill Run Corridor proposed in this report. These various projects have been separated into different categories related to the nature of the project.

Some assumptions have been made:

© 2003 LaQuatra Bonci Associates.

local roadway improvements, including jug handles, would be the City’s responsibility. the City will provide potential developers with a prepared site, including interior access drives. This becomes prevalent when looking at the Dairy Site, due to the length of the interior drive that would travel behind the buildings. cost estimates include the addition of street trees, street lights, verges, ornamental planting at the new buildings, utility service, and stream bed restoration just to name a few.

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COST ANALYSIS DEVELOPMENT : Tambellini/Red, White, & Blue Site Honda House Site

Tambellini’s Restaurant

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$500,000 $67,500 $226,800 $22,750

Total

$820,000

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$910,000 $45,000 $142,500 $32,500

Total

$1.15 mil

© 2003 LaQuatra Bonci Associates.

Tambellini’s - Red, White, & Blue Site

The first possible development site traveling from the Liberty Tunnels south would be the area adjacent Tambellini’s Restaurant and Red, White, Blue Thrift Store.

It would be advantageous to build upon the success of these two establishments. The estimate includes the addition of a new building, as well as the construction of two defined parking lots.

The Honda House Site is another example of building on the success of existing businesses; Advance Sign, Honda House and Volpatt Tile. This is one of the few sites that has attributes usually associated to preferable development pads, such as depth, gentle slope, and landscape amenities.

Honda House, Volpatt Tile and Saw Mill Run

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COST ANALYSIS DEVELOPMENT : Penn Coil Site Dairy Site

Vacant land adjacent to Penn Coil Building

Probable Opinion of Costs

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$3.95 mil $174,000 $115,500 $42,250

Total

$4.3 mil

Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$6.62 mil $491,000 $195,300 $97,500

Total

$7.40 mil

© 2003 LaQuatra Bonci Associates.

Penn Coil Site

Route 51 has obtained a reputation for containing a large number of vacant buildings and land parcels. One of the largest vacant buildings is the Pennsylvania Coil building.

The acquisition and subsequent demolition of this building results in a development area that meets the design criteria.

This estimate shows the construction of new buildings, as well as possible rehabilitation of land surrounding the Post Gazzette Distribution Building.

The largest contiguous development parcel on Route 51 is an area adjacent to the Whited/Colerain intersection, known as the Dairy Site. This parcel contains a large amount of vacant land, small vacant buildings and an example of how the “urban jug handle” will function. The opinion of costs does not include land and building acquisition costs.

Vacant land at the Dairy Site

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COST ANALYSIS DEVELOPMENT : 76 Site DiCarlo’s Pizza Site

76 Site

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$1.84 mil $103,000 $62,250 $13,000

Total

$2.00 mil

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$210,000 $24,000 $13,750 $8,125

Total

$255,000

76 Site

© 2003 LaQuatra Bonci Associates.

The area classified as the 76 Site is another example of the “urban jug handle” concept. The jughandle geometry creates an area to place a small building and new parking lot.

Building upon two more successful businesses in the corridor, Bohn Cycle and DiCarlo’s Pizza, would present the opportunity for another cluster of new buildings, landscape improvements and parking lots. The opinion includes the construction of the interior drive leading to the properties.

Approaching 76 Site

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COST ANALYSIS DEVELOPMENT : Magnotti Stone Site Overbrook Site

Magnotti Stone Building

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$1.5 mil $96,500 $54,000 $22,750

Total

$1.65 mil

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$480,000 $57,000 $36,300 $13,000

Total

$585,000

© 2003 LaQuatra Bonci Associates.

Magnotti Stone Site

Magnotti Stone, Frank & Shirley’s Restaurant, Cort Furniture, Gillece and Ziebart make up a cluster of successful businesses which can be built upon using a new jug handle and addition of two new buildings to build out the area. The opinion includes the construction of the parking lot and access drive. The acquisition of an existing small structure would be required for this plan to work.

The Overbrook Site is on the fringe of the proposed Town Center development at the intersection of Route 51 and Route 88. Construction of an “urban jug handle” creates an attractive development parcel. The addition of new buildings would add visual and textural interest to the parcel.

Overbrook Site

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COST ANALYSIS DEVELOPMENT : Town Center Site Route 88 Development Site

Towncenter Site

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$3.41 mil $192,000 $167,900 $88,400

Total

$3.85 mil

Probable Opinion of Costs Building Improvements Site Demo & Preparation Site Improvements Landscape Improvements

$1.12 mil $111,000 $69,650 $29,250

Total

$1.33 mil

Š 2003 LaQuatra Bonci Associates.

Town Center Site

A predominant focus of this study centered around the Route 51 Route 88 intersection. The new traffic pattern associated with the the stream restoration project provides ideal development areas. The Town Center would require some building and land acquisition, which is not included in this estimate. This area would serve as the gateway to the new development to visitors arriving to Pittsburgh coming from Route 51 south.

The cartway relocation improvements for Route 88 opens up a very long contiguous parcel of land for redevelopment. This parcel would then meet the established design principles (interior drives, cluster development, etc.) used to provide continuity throughout the entire study area.

Typical building conditions along Route 88

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Route 88 Development Site

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COST ANALYSIS R OADWAY :

Probable Opinion of Costs Site Demo & Preparation Site Improvements Landscape Improvements

$2.07 mil $1.77 mil $382,500

Total

$3.68 mil

Parkway Route 88 Realignment

Area of proposed Parkway

Š 2003 LaQuatra Bonci Associates.

Parkway

The creation of a formal parkway would be an ambitious and rewarding undertaking. The acquisition of buildings and land would be required to construct a two two-lane roads separated by a landscaped median. Other improvements, including the addition of a bike path and reforestation, are also included. This would require total realignment of about three quarters of a mile of Route 51 and the acquisition of the vacant Armory building.

The realignment of Route 88 would entail moving the cartway to the west approximately 10 feet. This shift would present the opportunity to widen the stream channel to assist in flood control. The shift would also provide a long contiguous parcel of development land. Design strategies that have been placed throughout the corridor would apply here.

Probable Opinion of Costs

Route 88 near the intersection with Route 51

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Site Demo & Preparation Site Improvements Landscape Improvements

$1.4 mil $663,000 $42,000

Total

$2.11 mil

Route 88 realignment

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COST ANALYSIS R OADWAY : Jug handles & Various Roadway Improvements Overbrook Overlook

Probable Opinion of Costs Site Demo & Preparation Site Improvements Landscape Improvements

$1.25 mil $800,000 $40,000

Total

$2.09 mil

The beginnings of interior access drive

Parkway

© 2003 LaQuatra Bonci Associates.

These costs are associated with the creation of the “urban jug handles” and interior access drives. These numbers include street trees, street lights, curbs, and sidewalks.

Much has been said about the intersection of Route 51 & Route 88. The culmination of this talk has produced the Overbrook Overlook. This cost breakdown includes the addition of the flyover, which is not the preferred method of restructuring the intersection.

Probable Opinion of Costs (Overbrook Overlook only) Site Demo & Preparation $1.28 mil Site Improvements $7.48 mil Landscape Improvements $212,500

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COST ANALYSIS R OADWAY : Saw Mill Run Boulevard - Route 51

© 2003 LaQuatra Bonci Associates.

Probable Opinion of Costs Site Demo & Preparation Site Improvements Landscape Improvements

$1.95 mil $2.92 mil $290,000

Total

$5.16 mil

Typical roadway condition

As part of this redevelopment project, resurfacing, widening (where possible) and restriping Route 51 would be essential. This project would include adding a 5’ verge for street trees and street lights, as well as building a 5’ sidewalk.

New utility lines under the cartway are included in site demolition and preparation number. The scope does not include the realignment of the cartway. No land or building acquisition is required.

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C OST A NALYSIS - SITE IMPROVEMENTS: Saw Mill Run Improvements

© 2003 LaQuatra Bonci Associates.

Probable Opinion of Costs Site Demo & Preparation Landscape Improvements Stream Restoration

$250,000 $720,000 $6.07 mil

Total

$7.05 mil

An example of a more picturesque Saw Mill Run

Restoration of the stream channel of Saw Mill Run is part of the design team’s overall flood control strategy. The project could be simplified into two different categories, simple restoration, includes revegetation and minor earthwork, and complex restoration, includes a total realignment of the stream channel and the subsequent regrading and revegetation required. The opinion includes the creation of retention areas. In the event that the retention areas are examined as a separate project the breakout number is shown on the following page.

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C OST A NALYSIS - SITE IMPROVEMENTS: Retention Areas Public Open Spaces

Probable Opinion of Costs Site Demo & Preparation Site Improvements

$250,000 $720,000

Total

$1 mil Area adjacent to Overbrook School

Š 2003 LaQuatra Bonci Associates.

These projects represent tasks that can be carried out after the roadway and redevelopment improvements have been completed. The retention area cost breakdown includes additional earthwork measures to reinforce the bottom and slopes of the ponds, cost for reseeding and revegetating have also been included.

These public open spaces presented themselves during the creation of this plan. These areas would be great community projects that could include fund raising and community work days.

Two of the spaces shown here are not labor intensive; they include ornamental planting, paving upgrades, and bench installations. The third project, located in the parkway section, and slightly more ambitious, including walls, steps and decorative paving.

Probable Opinion of Costs Probable Opinion of Costs

Probable Opinion of Costs

Landscape Improvements -

$50,000

Landscape Improvements -

$50,000

Total -

$50,000

Total -

$50,000

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Site Improvements Landscape Improvements Site Amenities

$200,000 $25,000 $25,000

Total

$250,000 45