My vision for a regional transit system -- the final installment, part one

For now, this is going to be the final installment of my vision for a regional transit system for the Greater Pittsburgh region.  After reading some of the latest discussion posts in the Pittsburgh development thread in skyscraperpage.com touching off on this subject, I recalled an article in the Pittsburgh Tribune-Review which discussed the potential of merging several Western Pennsylvania transit agencies into one large regional system to better serve Pittsburgh and its countryside in a similar fashion Philadelphia is served by Southeast PA Transit Authority (SEPTA).

The article: Consolidation of transit systems in Southwestern PA gains momentum.

Given the article dated February 23 of this year, perhaps my vision could be used as a conceptual idea of what Pittsburgh's transit system could look like.  As of right now Pittsburgh, given its rather fragmented transit network, does not seem as large of a metro area as indicated by the US Census Bureau.  Westmoreland, Butler, Beaver, and Washington Counties are all part of the metropolitan area, but they all have their own transit agencies apart from Port Authority of Allegheny County.  Coming out to the Philadelphia region, we have SEPTA serving all four suburban PA counties of the Philadelphia region, with SEPTA regional rail extending into Mercer County, NJ, and Newcastle County, DE.

To me, Western Pennsylvania's transit network is very fragmented, and yet some members of the general public seem to frown upon the idea of merging the agencies ("No transit merger").  In my opinion, a larger transit agency probably has better chances of securing more state and Federal funds for future projects as opposed to smaller agencies.  Not to mention, several areas within the metropolitan area are isolated; there is no transit link between Butler and Cranberry, and regional links between Pittsburgh and outlying counties are inadequate.  A system that is more regional rather than localized will:

• Improve chances for funding from state and Federal agencies to improve the network.
• Greatly improve overall access throughout the region and allow for chances at improved or increased access for the future.
• Connect more people with their jobs, activities, and each other.
• Enhance the region's livability through improved transit access.

One final goal of a more regional system is to mix a variety of transit modes catering to a broader range of potential users.  Currently, Port Authority primarily uses buses to move the bulk of Pittsburgh's residents. Parts of the region are served by the "T," Pittsburgh's light rail system, but this system is located in just Downtown and the South Hills and only caters to a small fraction of Pittsburgh's metropolitan area.  With a more diverse regional network, the larger transit system:

• Will serve a wider range of transit users regardless of social class; more people will be willing to use public transit if other modes rather than buses are employed.
• More adequately and efficiently move larger masses of people from place to place.
• Increase the value of some suburban areas, boosting the potential for economic growth in some of the more established suburban commercial centers (i.e. Greensburg, Washington), or enhancing more urban development in places like Cranberry or along the airport corridor.

Idea for the Airport Corridor: Inter-modal transportation center at Pittsburgh International Airport.

Well, we're returning to the topic of transportation, and I have finished putting together my idea for improving transportation in the western corridor.  I still envision the extension of the light rail system out to the airport, but I also envision a series of bus-rapid transit routes jutting out from the light rail terminus to serve the larger western region of Greater Pittsburgh.

For now, there are two BRT lines originating from the airport terminus, with one extending out to Steubenville, Ohio, and the other extending southward to South Pointe in Washington County.  The Steubenville area was recently added to the combined statistical area given the amount of traffic moving between Steubenville and the airport vicinity.  The Pennsylvania Turnpike Commission will soon break ground on their latest leg of the Southern Beltway, which will provide a direct link from the airport to Interstate 79 near the Allegheny-Washington County Line.

Both lines will extend along the Route 576 alignment to a fork near the US 22/Route 576 interchange, which is the current terminus.  The Steubenville Line will extend from the Route 576 interchange and follow the US 22 alignment all the way to Steubenville.  Stops will be provided at some interchange locations as well as at a few over or underpasses near dense residential areas.  The South Pointe line will continue along the Route 576 alignment before branching off to follow Quicksilver road to Midway.  At Midway, it will follow a series of trail alignments to Southview, Cecil-Bishop, and eventually Interstate 79 before terminating at South Pointe Boulevard.

The goal of this transportation network is multi-fold. As stated above, the Weirton-Steubenville Metropolitan Statistical Area was recently added to the Pittsburgh Combined Statistical Area given the recent transportation trends that have occurred with recent growth in the I-376/US 22 corridors.  While the population density is not there for any guided rail system, bus-rapid transit should be a rather viable option and should enhance the economic growth of this region.  Pittsburgh is trying to establish itself as a region where bus-rapid transit is viable.  I think this transit option would work very well in this part of the region.

Developments around Cleveland, Ohio.

Again, remaining on the subject of urban developments but turning away from Pittsburgh and Philadelphia, I'm looking north and west to the best location of the nation, Cleveland, Ohio.  Over a week ago, they just opened their new Convention Center, which basically is rebuilt below the surface with an open park for its green roof.  I was in Cleveland last year and saw the project first hand while it was still under construction. I could not get a good look at the project underway because it was almost completely closed off with jersey walls.  I did see renderings of the project, and it did look intriguing.  If memory serves me correctly, I believe the city is going to apply for LEED certification since this building will almost be entirely underground with a park space on top of it.

In addition to the convention center, a large hotel is also in the works.  The mayor and Cuyahoga County chief executive are securing money to fund this project.  One interesting thing that comes to mind is that construction costs are apparently lower in Cleveland than they are in Pittsburgh.  The folks in Pittsburgh are still trying to encourage the development of a large hotel adjacent to the David L. Lawrence Convention Center, but the costs apparently are much higher that the $350 million price tag for the Cleveland hotel.  Also, the Cleveland hotel will contain up to 200 more rooms at least.

A third development of interest is right along the Lakefront in the vicinity of Cleveland Browns Stadium.  I saw this development on airliners.net while discussing Cleveland-Hopkins International airline service.  This development consists of a series of multi-story high-density mixed use buildings, primarily office and residential.  I look forward to seeing more of this project, and I think it will become a large asset for the city of Cleveland.

Redeveloping Pittsburgh's East End.

Earlier in the week, a fellow forumer on skyscraperpage.com posted photos from a walking tour he did of the East End neighborhood of East Liberty.  Years back, this was a run-down inner-city neighborhood with many derelict buildings and a high crime rate.  Roughly fifteen years ago, Nabisco shut down its East Liberty factory, leaving the structure to fall into disrepair.

Over the recent years, it has undergone a transformation.  Perhaps the first noticeable change was the conversion of the former Nabisco plant into a mixed use development known as Bakery Square, where Google eventually set up shop and is expanding.  Not far from there, a high rise projects housing community dating to the 1960s gave way to a two-story target.  Right in the heart of the neighborhood, work is getting underway to construct an inter-modal transit center right along the Martin Luther King Jr. East Busway.

Also in the near future, we'll see the erection of Bakery Square 2.0, which will essentially be a continuation of the Bakery Square development complete with residential and office use as well as retail.  In addition to these developments, a slew of other residential and commercial projects are underway with many more still to come.

With all of this happening in the East Liberty neighborhood, I guess one could argue that it is only a matter of time before we see anything noticeable happen in the crime-ridden neighborhood of Homewood and the adjacent borough of Wilkinsburg.  In fact, a redevelopment project is about to get underway in Homewood that will make use of the neighborhood's old post office.  With respect to transit access that could spur growth, both are located along the East Busway. and both communities have put together a master plan outlining the access to bus-rapid transit to enhance development.

The discussion can be seen here:

http://forum.skyscraperpage.com/showthread.php?p=6174004#post6174004

Pittsburgh-Tribune Review article about the Produce Terminal and how it could properly be reused.

I'm taking a break from transportation issues for now, and focusing on development.  The following is from the Tribune-Review website:

"Lost" buildings can't be replaced

The article talks about how the Strip could be negatively impacted with the loss of a large portion of the Produce Terminal.  The article also mentioned how the old New York Penn Station gave way to the urban monstrosity that is Madison Square Garden.

What I liked about the article is it hinted at some ways this building can be reused that will not inversely impact its character or the character of the Strip.  The thing I really agree with is that even though this building is several blocks long, it does create this open space similar to an open plaza you would typically find in various cities in Europe, especially with the church marking the northeastern end of this "plaza."

Cranberry-Evans City-Butler BRT

Pictured above is my idea for a Cranberry - Butler Bus-Rapid Transport route.  The Butler County Planning Commission outlined in their most recent Comprehensive Plan update that they want to link burgeoning Cranberry Township with the county seat of Butler by an improved transportation link.  Not only are the two linked together with this route, but Evans City is also accessible.  This route will follow ROW to be acquired along I-79, a widened Main Street/Evans City Road (PA 68), and an existing freight railroad line to Butler.  Total length according to Google Earth is roughly 22 miles.  Given an average speed of roughly 50 mph, average travel time between Cranberry and Butler could be cut by at least 40 percent.  Currently, a one-way trip between the two places can take as long as 40 minutes.

My Comprehensive Regional Transportation Plan...

Above is my complete regional rail transit network planned for the Greater Pittsburgh region.  These lines fall into a hierarchy.  Regional rail, identified with the white lines, will serve the more dense urban and suburban areas, while light rail (green, blue, and yellow) and heavy rail (red and orange) will concentrate mainly on the urban core areas within Allegheny County.  

Part four will identify the areas where Bus-Rapid Transportation will be the most suitable, primarily in places north of and south of the city.  Also outlined in part four will be the regional transit access points for each line as well as which access points will serve as inter-modal transportation centers or hubs.