[tooluther]

MAYOR UNVEILS PLANS FOR MARKET SQUARE, HIGHLIGHTS PITTSBURGH’S GROWTH
Annual Meeting Showcases Record Development Numbers as New Projects Speak to Pittsburgh’s Resilience

PITTSBURGH, PA — Mayor Luke Ravenstahl today showcased record development numbers before announcing restoration plans for Pittsburgh’s historic Market Square during the Pittsburgh Downtown Partnership’s (PDP) Annual Meeting held this morning at the DoubleTree Hotel Pittsburgh City Center.

More than $4 billion in investment is currently planned or already underway in Downtown’s Central Core which includes projects in the categories of office/retail, residential, mixed-use, educational/civic, park/trail and transportation.

“While many cities across the country are struggling, Pittsburgh’s story is one of success and growth, as recognized by national media over the past year, and recognized here today,” Mayor Ravenstahl said. “Record numbers in residential and commercial building permits point to the fact that Pittsburgh is experiencing its Third Renaissance.”

Speaking to an audience of more than 350 during the meeting, the Mayor pointed to data indicating the City’s positive position.

City-wide, small-scale residential construction is increasing—total building permits for 1-2 family homes increased 44% from $43 million in 2006 to $62 million in 2008.
Large-scale development permits increased 116% over the past two years.
Large-scale building permit investment increased an average of 47% since 2006, compared to an average yearly decrease of 3% between 2001 and 2006
Of the $928 million in large-scale building permit investment in 2008, $757 million or 82% was invested in major projects (>$10 million in 2007 and 2008).

And, the good news continues. About 5,000 people now call the Golden Triangle home, up from 2,128 in 2000. That figure will only increase as 288 new units are set to come online over the next year.

Downtown is also one of the most sought-after office addresses with 1,650 new employees between Siemens Power Generation, Equitable Resources and UPMC - companies who’ve relocated or expanded to Downtown.

The cultural community is thriving with more than 1.5 million visitors in 2008. Broadway shows drew 300,000 people which generated an economic impact of $30 million for the City. The four-week run of Jersey Boys attracted 90,000 visitors and generated a $12 million impact (400,000 in parking and amusement taxes).

Point Park has begun work on its Academic Village—a $210 million investment in Downtown that will include 10,000 square feet of green space, 27,000 square feet of retail space, 10 renovated buildings, three new theaters, 50 new trees along Wood Street and 1,200 students housed in residence halls.

Market Square Renovation

One project scheduled to break ground this year is historic Market Square. After a public-process period that began last spring, Mayor Ravenstahl announced details on the new Market Square design and timeline.

“Neighborhoods throughout the City are experiencing record growth, and Downtown is at the forefront,” Mayor Ravenstahl said. “Market Square is at the center of much of this development and investing in this asset is critical to Downtown’s continued growth.”

The final Market Square design is a hybrid of the three proposals offered to the community in May: Minimal, Oasis and Historic.

“I want to thank the residents, business owners, and stakeholders for their input on this very important project,” Mayor Ravenstahl said. “I believe that picking the best aspects of each design will transform the Square from an already booming place, to an international model for public spaces.”

The single-level piazza design removes through-traffic and dramatically slows traffic around the perimeter of the Square, providing for more flexibility and usable space. Twenty-seven parking spaces will be retained, along with loading zones and ingress and egress routes to support businesses. Outdoor dining is a key component of the design.

Wilbur Smith Engineers will work with Market Square designer, Dina Klavon, to bid out the $5 million project early this summer. Construction is slated to begin in August and completed by the end of May 2010 with a grand reopening and extensive programming and entertainment next summer.

So far, $4.5 million has been secured for the project, which includes a $2 million commitment from the City of Pittsburgh, with support from Governor Rendell and State R-Cap funds and $2.5 million combined from RK Mellon, Colcom Foundation and Heinz Endowments. The Mayor and the PDP will seek $500,000 from other foundations and local corporations that will benefit from the renovated Market Square.

“Thanks to Allegheny County District Attorney, Stephen Zappala, Mayor Ravenstahl and the City Police Department for their work in reducing crime in the Square which allows this next phase of improvements to happen,” said Michael Edwards, President and CEO, PDP.

The District Attorney and City Police’s efforts to improve Downtown’s safety has resulted in the elimination of three nuisance establishments. With the Mayor’s leadership, there are now eight beat and three bicycle officers Downtown; two beat officers are dedicated to Market Square.

Mayor Ravenstahl concluded, “These tremendous efforts to keep Market Square safe, along with the PDP’s safety ambassadors and Clean Team has given Downtown a solid foundation from which to grow and attract more investment.”Downtown: 2009 and Beyond

Celebrating its 15 years of progress and looking ahead, the PDP will continue its legacy of keeping Downtown clean and safe. Thanks to the support of Colcom Foundation, the PDP in 2009 will commit $375,000 in grants through its Paris to Pittsburgh Program with the goal of completing 15 projects by year-end. The PDP will also provide $2 million in funds to transform vacant upper floors into residential spaces, furthering its efforts to make Downtown a livable neighborhood.

About the Pittsburgh Downtown Partnership

The Pittsburgh Downtown Partnership (PDP) is a dynamic, nonprofit organization comprised of business and community leaders, property owners, civic organizations, foundations and residents who provide energy, vision and advocacy for Downtown Pittsburgh. Working collaboratively with its partners, the PDP strives to create a positive Downtown experience for residents, workers and visitors alike. The PDP’s strategic initiatives include clean and safe services, transportation, housing and economic development and advocacy. For more information, visit www.DowntownPittsburgh.com.

[tooluther]

Day time rendering
http://www.pittsburghlive.com/photos/2009-02-17/MarketSquare-a.jpg

I'll post larger version and the night time rendering as soon as they are up on our site.

[Minivan Werner]

What I'd like to see is the glass facade of the PPG place buildings replaced with a more rustic, historic look that meshes with the rest of Market Square.

[Brentsters]

What I'd like to see is the glass facade of the PPG place buildings replaced with a more rustic, historic look that meshes with the rest of Market Square.

What? How or why would you transform an all-glass skyscraper to make it look "rustic"? I think it complements the historic section of the square as it compares old and new Pittsburgh (Primanti's building vs PPG).

[PA Pride]

Not sure how the rendering looks different than market square now. Less drug dealers maybe?

[AaronPGH]

I was really hoping for something more "Lincoln Road" style in Miami, with slightly more permanent outdoor eating spaces that are actually an extension of the restaurant's facilities on the other side of the street.

For instance:

http://farm4.static.flickr.com/3089/2411961993_bc95ee46d4.jpg

I realize this is an early rendering though. I could be misinterpreting it. Obviously there needs to be a good balance of space for restaurants to expand, and also space for workday lunchers to get food to go and park themselves somewhere too.

[Minivan Werner]

What? How or why would you transform an all-glass skyscraper to make it look "rustic"? I think it complements the historic section of the square as it compares old and new Pittsburgh (Primanti's building vs PPG).

Like they did with the Primanti's building. Only the section of that building facing Market Square looks rustic. I don't mean to transform the entire skyscraper, obviously, just the small part that faces Market Square.

3/4ths of Market Square being historic and 1/4th of it being glass office space looks silly, and was a mistake from the beginning in my opinion.

[Brentsters]

3/4ths of Market Square being historic and 1/4th of it being glass office space looks silly, and was a mistake from the beginning in my opinion.

I can understand that sentiment but it's essentially a moot point. PPG built around the Primanti's building so there's a real historic structure next to a modern scraper. I think building an artificial historic structure now would like kinda silly but who knows.

There is a drop-off in pedestrian orientation between the 2 sections but I think that's largely due to scale and building material.

Looking forward to how it turns out since my gym is right there.

[AaronPGH]

Like they did with the Primanti's building. Only the section of that building facing Market Square looks rustic. I don't mean to transform the entire skyscraper, obviously, just the small part that faces Market Square.

3/4ths of Market Square being historic and 1/4th of it being glass office space looks silly, and was a mistake from the beginning in my opinion.

I understand what you're saying, but I don't think making the front of it look historic would actually solve the issue. IMO, the better fix would be to replace the fronts of the businesses there (like Crazy Mocha) with garage doors that open onto the sidewalk, place tables that spill out from the inside there, and put up some nice awnings above all of that.

I think the real problem you're noticing is not that the building doesn't blend in because of the time period it was built, but more that it doesn't blend in because it's completely devoid of sidewalk activity since most of the storefronts need to be accessed from the inside.

[Valsek]

I think the real problem you're noticing is not that the building doesn't blend in because of the time period it was built, but more that it doesn't blend in because it's completely devoid of sidewalk activity since most of the storefronts need to be accessed from the inside.

Great point!

[Evergrey]

Excellent points regarding PPG's street-level presence in Market Sq., AaronClark.

Anyone have any photos of the buildings that occupied the quarter of Market Square that PPG Place now occupies? As much as I love PPG Place... its street level interface is abysmal.

[Evergrey]

Not sure how the rendering looks different than market square now. Less drug dealers maybe?

from the Trib:

"In perhaps the most dramatic change, the design eliminates several raised, stone planters where homeless people and panhandlers often congregate."

[Black-n-Gold]

I think the real problem you're noticing is not that the building doesn't blend in because of the time period it was built, but more that it doesn't blend in because it's completely devoid of sidewalk activity since most of the storefronts need to be accessed from the inside.

But it's a :banana: SIGNATURE TOWER:banana: No way that it could have any problems! Besides, you can't see that sort of detail from Mt. Washington...

[pj3000]

Good news about Market Square. Long overdue.

Anyone hear anything about a new hotel on the North Side?

[Evergrey]

Good news about Market Square. Long overdue.

Anyone hear anything about a new hotel on the North Side?

say goodbye to Bar 222

[pj3000]

say goodbye to Bar 222

say it aint so... the Three Deuces... that's where they're going to build a hotel?

[Evergrey]

say it aint so... the Three Deuces... that's where they're going to build a hotel?

When the story broke yesterday... the P/G said the hotel would be located at 222 Federal St. (which I assume is where Bar 222 gets its moniker)... today's full story doesn't say anything about the bar or the specific address... but mentions a vacant lot across from the hotel with SoHo... there is a small vacant lot in between Bar 222 and the building with Bubba's Ugly, Pittsburgh Fan, Mullen's... so I am not sure if the building housing Bar 222 would be demolished to make way for the hotel (I'm leaning toward 'probably')

http://www.post-gazette.com/pg/09049/949872-85.stm

Plans unveiled for fourth hotel on the North Shore

Wednesday, February 18, 2009
By Mark Belko, Pittsburgh Post-Gazette

It might not be long before hotel rooms outnumber Pirates fans on the North Shore. :haha:

Kratsa Properties unveiled plans yesterday to build a 135-room Fairfield Inn and Suites hotel on Federal Street in the shadow of PNC Park.

The development, estimated at $11 million to $15 million, will supplement two other hotels being built near PNC Park and Heinz Field. It will be located across the street from the 198-room SpringHill Suites hotel Kratsa built and opened in 2005.

Kratsa also broke ground last year on a 180-suite Residence Inn at the corner of Mazeroski Way and General Robinson Street, across from PNC Park.

Also, Continental Real Estate Cos., developer for the Steelers and the Pirates, is planning a 178-room Hyatt Place Hotel on North Shore Drive across from the Equitable Resources building. The $25 million development is expected to break ground in the spring.

The 10-story Fairfield Inn and Suites will be built on a vacant lot Kratsa purchased from the city-Allegheny County Sports & Exhibition Authority in July for $500,000.

According to paperwork filed with the city Planning Department, construction is expected to start in April and is targeted for completion in July 2010.

The hotel will feature a lounge and a breakfast area but won't include a restaurant, said David Cocco, Kratsa vice president of hotel operations.

"We feel there are plenty of good restaurants and bars in the area that, quite frankly, could use the business," he said.

During a planning commission briefing, Kratsa also discussed plans for a 155-room Hilton Garden Inn that will be built on the former Allegheny County Jail Annex site at Ross Street and Fourth Avenue.

The $25 million L-shaped hotel would abut the back side of the Grant Building and would feature a 120-space underground parking garage. There also would be restaurant and retail space at street level.

No construction dates were discussed.

Mark Belko can be reached at mbelko@post-gazette.com or 412-263-1262.

[Evergrey]

more on Market Sq. and nearby developments... wish we could retire the term "renaissance" though:

http://www.pittsburghlive.com/x/pittsburghtrib/news/cityregion/s_612190.html

Market Square shapes city's 'third renaissance'

By Jeremy Boren
TRIBUNE-REVIEW
Wednesday, February 18, 2009

http://www.pittsburghlive.com/photos/2009-02-17/0218marketgraph-a.jpg

Putting a shine on the Golden Triangle's core will help Pittsburgh's resurgent Downtown capitalize on billions of dollars in new construction and a growing population, developers and city officials said Tuesday.

A $5 million plan to overhaul Market Square is a key part of Pittsburgh's "third renaissance," which has attracted more than $4 billion in Downtown investment since 2006, Mayor Luke Ravenstahl told hundreds of corporate and foundation officials who filled a ballroom at Doubletree Hotel & Suites, Downtown.

"I believe that we are in the process of a third renaissance," Ravenstahl said during the Pittsburgh Downtown Partnership's annual meeting. "I'm proud to say it, and I think if we continue this positive momentum, we'll be able to claim this decade as Pittsburgh's third renaissance."


As proof, Ravenstahl cited increases in single-family home construction and the value of large-scale construction from 2006-08. He said large projects increased 116 percent, from $429 million in 2006 to $928.5 million in 2008, based on new building permits. Developers added 1,400 residential units to Downtown in the past two years, in part, because of a 10-year property-tax abatement program, the mayor said.

To signal its pledge to clean up Downtown, the city plans to break ground in August on nearly a year of renovations to Market Square. Once completed, the square will be pedestrian-friendly; automobiles no longer will be permitted to travel through the square, only around the perimeter.

The Port Authority removed bus routes from the square last year, and police have curtailed illegal drug activity and aggressive panhandling there.

Twenty-seven parking spaces will remain, but sidewalk space will be doubled to allow bars and eateries to provide more outdoor seating, said Michael Edwards, president of Pittsburgh Downtown Partnership.

"The more places you have to sit in Market Square, the more people will come," said Lara Bruhn, co-owner of Prantl's Bakery, which in September joined with Mancini's Bread Co. to move into the former Jenny Lee Bakery on Market Street.

"Anything that improves the square and the image of Downtown as a place where you do something other than work is a good thing for Pittsburgh," Bruhn said.

David Feehan, CEO of the International Downtown Association, said the economic downturn and pressure to reduce commute times could persuade more people to move to the city's core.

During the Pittsburgh Downtown Partnership's meeting, Feehan compared the Downtown economic progress to that of Cincinnati, Baltimore and Buffalo.

Feehan said Pittsburgh lags far behind Baltimore in the number of Downtown residents, but it has a larger, daily Downtown work force than all three cities with about 140,000 workers.

In a key indicator of Downtown health, the office-vacancy rate has dropped to 12 percent — lower than Cincinnati's 18 percent and 13 percent in Baltimore and Buffalo, he said.

David Bishoff, president of Columbus-based E.V. Bishoff Co., praised the investment in Market Square because it could inspire people to live Downtown.

"It says to me that the city is putting its stamp of approval on the Downtown area," Bishoff said. "I'm thrilled the city is doing this."

Half of the 60 units in The Carlyle, developed by Bishoff, have sold for $200,000 to $500,000 each.

Renovations at The Carlyle will be completed in April, Bishoff said, and the company is examining putting 100 to 150 apartments in The Commonwealth Building on Fourth Avenue and another nearby Bishoff-owned building.

Of the $5 million cost to renovate the square, Ravenstahl said $4.5 million is pledged.

The pledge money includes a $2 million request Ravenstahl made to Gov. Ed Rendell for state redevelopment money. The Heinz Endowments and Richard King Mellon Foundation each pledged $1 million, and Colcom Foundation promised $500,000.

Edwards, of the Pittsburgh Downtown Partnership, acknowledged that a makeover of Market Square in the early 1990s failed to spur business in the retail-heavy Fifth and Forbes avenues corridor.

This time will be different, he predicted.

"The renovation of Market Square is set to stimulate private investment," Edwards said. "If you look at the investment going on around it, in my mind, it almost can't fail."


Jeremy Boren can be reached at jboren@tribweb.com or 412-765-2312.

[tooluther]

I understand what you're saying, but I don't think making the front of it look historic would actually solve the issue. IMO, the better fix would be to replace the fronts of the businesses there (like Crazy Mocha) with garage doors that open onto the sidewalk, place tables that spill

sorry to be blunt/negative. But that is a total non-starter. There will NEVER be any changes to that facade. No awnings, no new openings, no new signage.

[tooluther]

Excellent points regarding PPG's street-level presence in Market Sq., AaronClark.

Anyone have any photos of the buildings that occupied the quarter of Market Square that PPG Place now occupies? As much as I love PPG Place... its street level interface is abysmal.

Actual every picture I've seen its just a parking lot.

The better way to solve this problem in the past would have been to allow PPG to be as tall as it was intended. Then the smaller buildings would never have been built.

[raynist]

Actual every picture I've seen its just a parking lot.

The better way to solve this problem in the past would have been to allow PPG to be as tall as it was intended. Then the smaller buildings would never have been built.


How tall was it intented to be?

[AaronPGH]

sorry to be blunt/negative. But that is a total non-starter. There will NEVER be any changes to that facade. No awnings, no new openings, no new signage.

Yeah I realize that....I was just offering up a fix for a problem. It's actually really unfortunate that it would never happen. At least Crazy Mocha would make great use of that fix.

[Evergrey]

I have no problem that there is a complex of PPG buildings... it looks pretty cool when you're in its midst... but like almost every urban mega-development from its age... its street-level interface is weak

[37TimPPG]

How tall was it intented to be?


I heard it was to be as tall, or taller than the U.S. Steel Tower:shrug:

[Evergrey]

http://kdka.com/local/Rendell.North.shore.2.938341.html

Feb 18, 2009 8:09 pm US/Eastern

Rendell: North Shore Connector 'Tragic Mistake'

Reporting
Jon Delano
PITTSBURGH (KDKA) ―

In his strongest comments to date, Governor Rendell calls the subway from downtown Pittsburgh to the North Shore a "tragic mistake."

And he was non-committal about whether the state would free up some of the stimulus money to let the project go forward.

"I wish the project had never started," Rendell told reporters in Pittsburgh this afternoon.

Not exactly a ringing endorsement of the North Shore Connector from the man who may hold the purse strings to nearly $1.5 billion in stimulus money that will go to infrastructure and mass transit projects in Pennsylvania.

"We don't know yet exactly how the money is going to the mass transit systems," Rendell said. "We don't know whether that specific program will qualify as the mass transit goals we have in mind."

The governor's comments come at the same time Port Authority officials are moving ahead with work on the $552-million project hoping for some of that stimulus money to cover $118-million in cost overruns that threatened to stop it.

A Port Authority committee recommended awarding two new contracts, including $82 million for the train systems that will run through the two tunnels under the Allegheny River and $6 million for elevators and escalators at the new stations.

But the governor sure wasn't excited about spending stimulus money on any of this.

"Do you support the completion of that project with that money?" KDKA money editor Jon Delano asked the governor.

"I wish the project had never started. I think it's a huge -- I won't say waste of money -- but there's so many ways that money could have been applied to the transportation needs of this region in a more beneficial fashion," Rendell said.

But with so much money already spent, Rendell conceded, "It's gone down the road now and I guess you gotta finish it, but it was a tragic mistake."

Rendell said the process for allocating this stimulus money here in Pennsylvania still has to be worked out in Washington.

And it's not clear exactly what role the governor will have in the process, even if he doesn't like how the Port Authority is spending its federal dollars.

No comment tonight from the Port Authority.

(© MMIX, CBS Broadcasting Inc. All Rights Reserved.)

[PA Pride]

^It was use it or lose it money. What else could have been done?

[Evergrey]

http://www.pittsburghlive.com/x/pittsburghtrib/business/s_612412.html

Developer downsizes as projects stall

By Sam Spatter, FOR THE TRIBUNE-REVIEW
Thursday, February 19, 2009

National developer DOC-Economou, which entered the Pittsburgh region with a bang two years ago with plans for two major projects, has placed both on hold and downsized its office here.

A spokeswoman at DOC-Economou's North Hills office blamed an impasse with neighborhood groups as one reason it could not move forward on Baum Liberty Crossing, a $230 million complex it hoped to develop at the former Don Allen Auto City site in Shadyside and Bloomfield.

The project was a joint venture with the Voelker family of DA Diversified Inc., which owns the site.

Separately, failure to obtain financing is to blame for a temporary delay in building a $48 million luxury hotel and condominium project at the SouthSide Works, said Brenda Yurick, DOC Economou principal and general counsel.

"We still plan to develop the hotel, once financing is secured," Yurick said. The company continues to be interested in the Baum-Liberty Crossing development, she said.

The delays in construction have led to downsizing the office from at least six regular employees to three — Yurick, a project manager and a secretary.

Among those who left is Mark Dellana, who served as executive vice president of construction and development. He is now working with Richard Voelker, a partner in DA Diversified, to resurrect the project once a new developer with financing available is obtained.

Also gone is Christine Fulton, vice president of public finance and external relations.

"However, we can have up to 10 in the office, some of them consultants, depending on the project," Yurick said.

Voelker said he agreed to withdraw an application before the Pittsburgh Zoning Board of Adjustment in December. "We seem to be at an impasse, and the project lacks critical community support," he said.

Initially, the developers wanted to build a seven-story, mixed-use building at Baum and Liberty, with two floors of retail, three floors of hotel rooms and two floors of either condominiums or rental apartments.

They scaled back the plan by removing two floors of condominiums, reducing the retail space, eliminating underground parking and reducing the height of the building from 97 feet to 90 feet.

Nonetheless, neighborhood opposition arose on a number of issues, including a plan to use Powhattan Street as the entrance to the hotel and an underground parking garage, and a place for deliveries.

The delayed SouthSide Works project has been proposed for a one-acre South Side site that DOC-Economou purchased in late 2007. Plans there called for a 140-unit hotel that would include a 20,000-square-foot spa and fitness center, and 23 private residences, five of them penthouses.

The company is involved in a third area project, construction of a hotel in Slippery Rock.

"We are close to construction here, awaiting only a final commitment on financing," Yurick said.

With offices also in Chicago and Fort Myers, Fla., DOC-Economou has as one of its principals Phil Hugh, who grew up in Fairchance, Fayette County.

[Tombstoner]

Rendell's remarks seem incredibly unproductive if not irresponsible. As he acknowledges, Pittsburgh has already gone down that path, so the options are 1) finish it, or 2) write it off. Does anyone seriously think it can be written off? Also in an interview on PG.com, PAT CEO Bland makes a couple good points, one of which is that any future North Hills or Airport transit will have to have crossed the river, so a tunnel was inevitable even if you don't like the current extension of the T and it will never be cheaper to build than now.

Obviously, the governor's probably got some pretty good reasons for thinking that this was not the transit strategy that made sense, but at this point why piss everyone off needlessly? :shrug:

[qwho]

Obviously, the governor's probably got some pretty good reasons for thinking that this was not the transit strategy that made sense, but at this point why piss everyone off needlessly? :shrug:

That's the long and short of it.

If Rendell is so smart about public transportation planning, why didn't he step in when the project was still on the drawing board? He was governor when it started...

I also agree with what someone else said, that tunnel would have had to be built at some point if expansion were to happen to the north. It just seems obvious that he is annoyed that a city other than Philly is going to see any of the stimulus money in PA.... I mean not all of us love this project, in fact I think the money could have been spent better elsewhere too... but it's our project and don't mess with us, let it get done.

[themaguffin]

Yes, a governor should recognize that the tunnel means access to points well beyond its end.

Seriously that is a rookie mistake and not very smart of Rendell.

[37TimPPG]

Obviously, the governor's probably got some pretty good reasons for thinking that this was not the transit strategy that made sense, but at this point why piss everyone off needlessly? :shrug:

Rendell has never cared if he pisses anyone off. Pretty damn irresponsible of him to criticize a project nearing completion in another year or so. Why didn't he open his big mouth when the project was in the planning stages? Sometimes I think it's a miracle he was even elected Governor in the first place:(

[Evergrey]

http://kdka.com/politics/North.Shore.Connector.2.938864.html

Onorato Surprised, Confused By Rendell's Comment

KDKA - Local officials are reacting today after Gov. Ed Rendell called the Port Authority's North Shore Connector project a "tragic mistake."

Today, Allegheny County Executive Dan Onorato talked about the comments.

"Let's just say I was surprised and a little confused on the comments and I'll be sure to talk to the Governor to see exactly what he was talking about," said Onorato.

Allegheny County Chief Executive Dan Onorato said he is frustrated by Rendell's comments about the project.

Meanwhile, the Governor said he didn't know whether the project would qualify for any federal stimulus dollars.

"It's gone down the road and I guess you've got to finish it, but it's a tragic mistake," said Rendell on Wednesday.

Before Onorato talked about the topic on KDKA Radio, he said this project is seven to eight years in the making. Prior administrations testified before Congress for federal dollars.

Onorato says this is a project he has inherited and the Governor isn't a rookie when it comes to the project.

"It had several levels of approval at the state, federal and local level through several administrations. And he had to sign off on it." said Onorato. "He was one of them because there was state money involved."

The project is over budget by $117 million, but the Feds approved it and funded it and the tunnels are now complete. Onorato says the plug can't be pulled on the North Shore Connector now.

"If we stop it, here's what most people don't realize, we have to give back $200 million dollars to the federal government," said Onorato.

While he is uncomfortable with what the Governor said, Onorato says he plans to get an explanation.

"Next time we're together, I'll ask him what he meant and what suggestions he has to move forward," said Onorato.

(© MMIX, CBS Broadcasting Inc. All Rights Reserved.)

[Evergrey]

anyone interested in the long, strange history of how the North Shore Connector came to be (and Oakland was scrapped)... should check out this 2005 article from the Pittsburgh City Paper:

http://www.pittsburghcitypaper.ws/gyrobase/Content?oid=oid%3A29152

[Evergrey]

I figured this crappy little wooden shack... which is extremely out-of-place on Craig. St.... was not long for this world

http://www.pittsburghlive.com/x/pittsburghtrib/news/s_612598.html

Oakland lures developers offering office space

By Sam Spatter and Ron DaParma
TRIBUNE-REVIEW
Friday, February 20, 2009

http://www.pittsburghlive.com/photos/2009-02-19/0220chick-a.jpg
Tom Chunchick, executive vice president of development for Cambridge Venture Partners, has some prime property at 214 S. Craig St. in Oakland, where the company plans to construct a 45,000-square-foot office building above a street-level restaurant.
Heidi Murrin/Tribune-Review

A tight office market has made the Oakland area a hot spot for new office buildings.

The latest to announce plans is Cambridge Venture Partners, Downtown, which wants to construct a 45,000-square-foot building with office space above a street-level restaurant at 214 S. Craig St.

The project would join Schenley Place, a seven-story office building that the Elmhurst Group, Downtown, plans to have under construction by spring on a parking lot adjacent to First Baptist Church at Ruskin Avenue and Bayard Street.

Meanwhile, Frank Gustine Jr., of FWG Realty in Green Tree, is partnering with other local investors on plans to build the $150 million Oakland Portal on a site bounded by Forbes, Craft and Fifth avenues.

Once plans are finalized, the group initially hopes to build 160,000-square-foot physicians building and a 100,000-square foot building catering to business office tenants atop a central parking garage.

"With the tremendous growth being generated from its world-renown medical and educational communities, the Oakland neighborhood would likely readily absorb probably any additional office space that can be built there," said Peter Sukernek, general manager of Howard Hanna Commercial, Downtown. "Oakland is a true model of what an urban center should be. It's also a great place to live and a great place to be."

According to Grubb & Ellis' Office Market Trends for year-end 2008, the neighborhood has a 6.7 percent office vacancy rate — the lowest individual market segment in the Pittsburgh region.

In comparison, the firm found the vacancy rate Downtown is 16.7 percent.

Grubb & Ellis noted that of the 1.35 million square feet of office space available in the Oakland corridor — which includes Bloomfield, Shadyside and areas such as East Liberty, adjacent to Oakland — only 87,143 square feet was vacant. By comparison, the playing area between football field goal posts is about 58,000 square feet.

Another market analysis, from GVA Oxford, had the Oakland vacancy rate even lower, at 4.5 percent.

With such limited space available, developers say they expect to fill a need for more office locations in the neighborhood.

"We are really excited about this opportunity that will complement the existing retail stores on South Craig with a projected new restaurant on the first floor, with possibile outdoor seating along Winthrop (Street)," said Tom Chunchick, Cambridge executive vice president. "The remaining floors will add about 40,000 square feet of Class A office space that will provide direct benefit to the surrounding institutional neighbors."

Joining Cambridge as partners in development of the office building are two veteran real estate professionals — David Glickman, vice president retail group of Grubb & Ellis, and Rick Dimidjian, president, Aegis Realty Partners.

Chunchick expects the South Craig Street building to be available for occupancy by fall 2010.

Elsewhere in Oakland, Cambridge expects to file an application with the city authorities within 30 to 60 days to build a previously announced 150-room Museum Park Hotel at 4655 Forbes Ave.

After about a year delay, the developer downized the hotel project this year to try to settle concerns raised in a lawsuit filed by Carnegie Mellon University over the scope of project.

"We think there is a lack of Class A office space in Oakland, and we think our new building will fill that need," said Bruce Longenecker, vice president of operations with the Elmhurst Group.

After including design changes to meet requirements of the city's Historic Review Commission, the company is proceeding with the final construction drawings for the project," he said.

Design plans will be presented to area real commercial estate brokers by the end of the month, he said.

"We are still bullish about Oakland and the opportunity there for the Oakland Portal project," said developer Frank Gustine Jr., of FWG Realty.

The complex would provide more than 1 million square feet of space on a 10-acre site for physician offices and commercial businesses, a 200- to 250-room hotel, a 1,500-car parking garage and residential condominiums. The complex would be built in three phases over a five- to seven-year period.

"The demand is there. Several prospective tenants have been asking us when we will be ready to proceed," Gustine said.

The development team is trying to finalize several additional property acquisitions in the project area so that can happen, he said.

"Then we can make an announcement," Gustine said.

[UrbaniDesDev]

What I'd like to see is the glass facade of the PPG place buildings replaced with a more rustic, historic look that meshes with the rest of Market Square.

PPG is already a landmark in it's own right. To change it would be wrong.
I would hate to see Market Square become some homogeneous Disny-like creation. They should concentrate on redoing/redeveloping the the north side of the square and the mish-mash of little structures. They are mostly charm-free.

[UrbaniDesDev]

The pic of the new Market Square looks nothing like what they were talking about before
Thank god

[Evergrey]

http://www.pittsburghlive.com/x/pittsburghtrib/business/headlines/s_612347.html

$500 million in development continues Downtown

By Sam Spatter, FOR THE TRIBUNE-REVIEW
Sunday, February 22, 2009

http://www.pittsburghlive.com/photos/2009-02-18/02-18PNC-a.jpg
On a frigid winter day, an ironworker bravely staddles a steel beam to continue construction work on Three PNC Plaza in downtown Pittsburgh. Work on the $200 million, 780,000-square-foot project is expected to be completed soon, with the first office tenants to move in this summer.
Tribune-Review Archives

Several major downtown Pittsburgh developments will open this year and two may have that green look.

Both Three PNC Plaza and Millcraft Industries' MarketPlace Square will have their official openings, and be candidates for the Leadership in Energy and Environmental Design (LEED) certification.

They are part of about $500 million in development activities either being completed or started in the Downtown area this year.

The first office tenants will move this summer into the $200 million, 780,000-square-foot Three PNC Plaza, being developed by PNC Financial Services Group Inc. They include the law firm of Reed Smith, which will occupy seven floors, and PNC Bank. Owners of some of the 28 condominium units also may move in.

Also opening there is the 185-room hotel to be managed by Fairmont Hotels & Resorts, which will occupy the top 10 floors of the 23-story building. There also will be a 330-space underground parking garage and a pet-friendly park at the corner of Liberty and Fifth avenues.

"Our investment this year in Downtown will exceed $100 million," said Lucas Piatt, Millcraft Industries' vice president of development.

MarketPlace Square, the $38 million development in the former G.C. Murphy store, will open with the second floor occupied by the YMCA of Greater Pittsburgh, which will provide a full-service 44,000-square-foot workout facility. The building also will have residential units and retail facilities.

He said additional tenants should be announced for the $75 million Piatt Place, which will find some of its residential condominium owners moving in starting in February.

The region will apparently miss the major slowdown in new commercial developments occurring in other regions because most of these developments have been financed. However, some projects may be delayed pending financing.

Doc-Economou's plans to launch the first phase of the $230 million Baum Liberty Crossing in Bloomfield and a $48 million condo-hotel in the SouthSide Works, South Side, are delayed because of the financial market.

"We still plan to move ahead on both developments this year, perhaps even before the financial markets turn around," said Brenda Yurick, a principal. What may be missing from both projects are proposed condominiums, she said.

Late last year, Domenic Dozzi, president of Jendoco Real Estate, reported delays on several of his projects, which included a 6,000-square-foot office, a 35,000-square-foot office expansion and a 50,000- to 100,000-square-foot light manufacturing assembly project in Allegheny County. He did not identify the clients.

"What we are seeing is people taking a wait-and-see attitude until they see where the economy is headed," he said.

But other projects are moving ahead.

There will be a fall opening in East Liberty for the $113 million Bakery Square development by Walnut Capital. About 70 percent of the 170,000-square-foot retail area has either been leased or under letter of intent, while 50 percent of the 216,000-square-foot office space has been leased or is under letter of intent.

The major commercial development in Washington County is Southpointe II by Horizon Properties. Work will be finished on 4000 Town Center, and the John T. Boyd Co. could move into the 120,000-square-foot building. A July opening is expected on the Hilton Homewood Suites and work will begin in March on a 100,000-square foot office-condominium project with completion a year later.

Also to be started is the $100 million retail Town Center, with the opening in the spring of 2010.

Other major commercial developments include the $240 million 301-acre Newbury development currently under construction in South Fayette by EQA Landmark Communities LP and Beazer East Inc. This is a mixed-use complex with offices, retail and residential units, with some of the 225 "for-sale" residential units opening late this year or early 2010, with the remaining 125 rental units and offices and retail portions under construction in 2010.

A fall opening is scheduled for Settlers Ridge, a $100 million mixed-use retail development in Robinson being developed by CBL & Associates Properties Inc. of Chattanooga, Tenn., and Faison Enterprises Inc. of Charlotte.

Although economists predict the nation's economy may not recover until after 2009, development in the Pittsburgh region is expected to continue.

"We lost much of our industry in the late 1970s and early '80s, and because we now base our economy on education and the health industries, we have not had any large shock," said Nobel Prize winner Dr. Allan Meltzer, Allan Meltzer University Professor of Political Economy at Carnegie Mellon University.

[Johnland]

PPG is already a landmark in it's own right. To change it would be wrong.
I would hate to see Market Square become some homogeneous Disny-like creation. They should concentrate on redoing/redeveloping the the north side of the square and the mish-mash of little structures. They are mostly charm-free.

Agreed. I continue to appreciate PPG as time goes by. It may be the epitomey of Post-Modern, but I think it does it in a stellar way. As a skyline enhancer, it a A Number One. But, as a previous poster pointed out, it's street interaction is not superior. A quick fix would be to somehow open up all that office and retail space to the Square and surrounding blocks. Replace the fixed window glass with openable windows and doors.

And also agreed that 'Disney-fied' conconctions are really tired. It was novel 30 years ago, but that crap is in every city - not unique. Pittsburgh should enhance it's unique-ness, which to me is a valuable asset.

[pj3000]

"Oakland is a true model of what an urban center should be."

I really do like Oakland, but I can't totally agree with this guy's assessment. Oakland is still characterized by what are basically two high-speed thoroughfares right through its heart. Forbes and Fifth really hurt the overall vibe of Oakland, in my opinion. Additionally, the speed of traffic around Schenley Park Plaza and into Schenley Park is absurd for a supposed pedestrian-friendly neighborhood. Oakland has gotten better and better since I can remember in the 1980s, but I feel that it still has a way to go in becoming a less auto-centric area and becoming a "true model of what an urban center should be".

I really don't know what the solution to the Fifth Ave and Forbes Ave problem is, realizing that they are both the major east-west routes in the city. Any ideas?

[Tombstoner]

:previous: I agree that the Schenley Plaza/Cath. of Learning/Schenley Park entrance can be a bit tricky to maneuver on foot, but an traffic underpass from Schenley Plaza-to-Park (creating a pedestrian walkway from CMU/Carnegie Museums to Hillman/Pitt) might be all that is needed. Otherwise, having two main arteries seems pretty reasonable--you need to facilitate some major traffic circulation in Oakland and I can't imagine it being much better than it is.

[themaguffin]

Many great old cities have major thoroughfares like Fifth and Forbes running through Oakland - actually even bigger. I don't think that they detract from Oakland at all.

[dugdogmaster]

I'm torn. I love Forbes Ave., I think it adds greatly to the neighborhood of Oakland. 5th Ave. on the other hand, not so much.

[pj3000]

Many great old cities have major thoroughfares like Fifth and Forbes running through Oakland - actually even bigger. I don't think that they detract from Oakland at all.

True. But that does not mean that any of those great old cities with major thoroughfares running through them are "true models of what an urban centers should be".

Regradless of the transportation needs that they serve, I think anyone would have to agree that having two one-way, four-lane thoroughfares running parallel one block apart with posted speed limits of 25 mph is highly unrealistic for vehicle speeds and as a basis for a walkable, urban environment.

[Evergrey]

Agreed... I find Fifth and Forbes through Oakland (and Uptown) to be incredibly harsh.

[Grego43]

Many great old cities have major thoroughfares like Fifth and Forbes running through Oakland - actually even bigger. I don't think that they detract from Oakland at all.

They help make Oakland what it is...the third largest business center in PA. I'm not sure what type of "true urban center" is desired. Please explain.

[themaguffin]

True. But that does not mean that any of those great old cities with major thoroughfares running through them are "true models of what an urban centers should be".

That's a different debate.

I was responding to

Forbes and Fifth really hurt the overall vibe of Oakland,

I disagree with that opinion, but that doesn't mean that Oakland is a "true model" etc (or that I am right), but the roads surrounded by some nice buildings give Oakland a "grandness" at some points.

Not all of it of couse and I get the restrictions that wide roads create, but overall I think it works.

[Grego43]

but the roads surrounded by some nice buildings give Oakland a "grandness" at some points.


Absolutely! Oakland does indeed have a "grandness" not seen in many American cities. The campus area around the Carnegie, Cathedral, Heinz Chapel, and Soldiers & Sailors has the feel of the broad boulevards of Paris, Vienna, Madrid...hell, even Philadelphia.

[Evergrey]

http://www.bizjournals.com/pittsburgh/stories/2009/02/23/story5.html?b=1235365200^1781181

Pittsburgh’s once insulated Downtown condo market cools

Pittsburgh Business Times - by Ben Semmes

http://assets.bizjournals.com/story_image/224594-300-0-2.jpg
Howard Hanna Real Estate Services is marketing 28 condominiums on the upper floors of Three PNC Plaza.

Feb 23, 2009

http://assets.bizjournals.com/story_image/225229-300-0-1.jpg

While the local housing market continues to outshine most other metros, one segment has lost a bit of its luster of late. High-profile Downtown condominiums, which began to gain momentum a few years ago after a decades-long hiatus, have seen slow sales, and the downturn could pose additional challenges for agents and developers.

Patty Burk, vice president of housing and economic development for the Pittsburgh Downtown Partnership, knows this firsthand.

Burk, with partners Sean Luther and Tom Jackson, created Ninth and Liberty Partners LLC in early 2007 with the idea of selling customizable, unfinished living spaces, or “white boxes,” in their 5 Lofts condo project at 806 Penn Ave., Downtown.

But the financial crisis intervened.

“People could not get mortgages on ‘white boxes,’” Burk said. “Any unusual mortgages ... the industry really put a hold on that. We had a contract on one, but we don’t have that contract anymore.”

Burk is trying to rework the project, fitting out each individual unit, but the redesign requires the partnership to refinance.

Late last month, First National Bank of Pennsylvania filed a lawsuit against Ninth and Liberty Partners LLC, claiming it defaulted on a $528,000 loan. Burk declined to comment on the suit.

‘Banks are not interested’

New condo developments are almost completely out of the question as lenders have pulled back from funding all but the most secure projects, said Ralph Falbo, president of developer Ralph A. Falbo Inc., one of the partners in the 18-story, 82-unit FirstSide condo project Downtown.

“The banks are not interested ... unless you almost had a complete pre-sale,” he said.

Of the major Downtown condo projects, 151 FirstSide has sold the largest share of its units ­— about 70 percent. But the project, where marketing began in July 2004, has sold only a handful of units since spring 2007.

Falbo said he has been approached by buyers interested in a “lease-to-own” scenario. “We are considering it,” Falbo said, adding that the community’s condo association allows 20 units as rentals, leaving six or seven that still could be converted to this use.

While Falbo has turned his attention to developing apartment buildings, for which some financing is still available, he expects the downturn’s effects to be temporary.

“I think the Downtown condo concept has arrived,” he said. “I think this crazy situation has put it on the shelf right now. I think 2010 is a good time to get back in this business.”

'It stopped'

Bad economic news late last year didn’t help sales, said Carole Clifford, who is working with Columbus-based developer E.V. Bishoff Co. to sell the remaining 30 units at the 60-unit The Carlyle condo project at Fourth Avenue and Wood Street Downtown.

“It didn’t just slow, it stopped,” said Clifford of residential sales activity in the fourth quarter, adding it has recently picked up.

Meanwhile, there is more product coming online.

Erin Marton, an agent with O’Hara-based Howard Hanna Real Estate Services Inc., has been working since November to sell 28 high-end units, starting at $514,500 for a 1,300-square-foot condo, at PNC Financial Services Group’s 23-story Three PNC Plaza, expected to be complete by the end of the year.

Marton said she has written five contracts for units, and two of the five are under agreement. Economic uncertainty is a factor, she said, but the relative strength of the Pittsburgh market and the high-profile nature of the project have helped assuage buyers’ concerns.

“We are a strong market,” she said. “There is a very healthy interest in the project. We had a wonderful list of interested people. We heavily advertised.”

bsemmes@bizjournals.com | (412) 208-3829

[pj3000]

I disagree with that opinion, but that doesn't mean that Oakland is a "true model" etc (or that I am right), but the roads surrounded by some nice buildings give Oakland a "grandness" at some points.

Not all of it of couse and I get the restrictions that wide roads create, but overall I think it works.

I agree that there is a "grandness" to the setting... like driving east on Forbes and having the Cathedral looming or the Masonic Temple, PAA, Soldiers&Sailors, etc lining Fifth as you pass by, absolutely.

I just feel that improvements/modernizations could be made to Fifth and Forbes to create a more pedestrian-friendly (given the sheer volume of pedestrians in the neighborhood, one would think this is a no-brainer) and a better overall environment.

[Evergrey]

I agree that there is a "grandness" to the setting... like driving east on Forbes and having the Cathedral looming or the Masonic Temple, PAA, Soldiers&Sailors, etc lining Fifth as you pass by, absolutely.

I just feel that improvements/modernizations could be made to Fifth and Forbes to create a more pedestrian-friendly (given the sheer volume of pedestrians in the neighborhood, one would think this is a no-brainer) and a better overall environment.

http://www.pittsburghlive.com/x/pittsburghtrib/news/cityregion/s_584862.html

http://www.otma-pgh.org/project_hometown/default.aspx

[pj3000]

The campus area around the Carnegie, Cathedral, Heinz Chapel, and Soldiers & Sailors has the feel of the broad boulevards of Paris, Vienna, Madrid...hell, even Philadelphia.

That's the thing... no, this area does not have that feel at all, but it could! Neither Fifth nor Forbes is a broad boulevard, per se. Boulevards generally have a median or feature landscaped borders to buffer them from the sidewalk. Fifth and Forbes (mainly between Bigelow/Clemente and Craig St.) are both wide and uninterrupted swaths of high-speed concrete. They are remnants of late 1960s urban redevelopment/transportation plans.

True boulevard streets would be great, instead of what we have. Think of Broadway on the Upper West Side of Manhattan, think of the Ben Franklin Parkway in Philadelphia... both Fifth and Forbes could de redsigned for the better to complement all of the other developments in Oakland.

[pj3000]

Erin Marton, an agent with O’Hara-based Howard Hanna Real Estate Services Inc., has been working since November to sell 28 high-end units, starting at $514,500 for a 1,300-square-foot condo, at PNC Financial Services Group’s 23-story Three PNC Plaza, expected to be complete by the end of the year.


They better be really, really nice for this starting price! Wow, that's a lot for 1300 sq ft in Pittsburgh.

[Evergrey]

http://www.post-gazette.com/pg/09055/951188-147.stm

River tunnel project presses on despite shaky finances

Tuesday, February 24, 2009
By Jon Schmitz, Pittsburgh Post-Gazette

http://www.post-gazette.com/pg/images/200902/20090224rad_2_north_shore_500.jpg
Bob Donaldson/Post-Gazette
Workers stand in one of the tunnels under the Allegheny River yesterday.

The river's edge is marked by a crude blue line and the word "Allegheny" spray-painted on a makeshift wooden walkway.

But the mighty river is nowhere in sight. It is about 50 feet directly overhead, hidden by a concrete ceiling 22 feet high and 3 feet thick that has at least 25 feet of earth atop it.

For all the millions who have plied the Allegheny River on watercraft or crossed its many bridges, only a few hundred can say they've ventured beneath it.

"This is history," remarked Dave Whipkey, Port Authority spokesman, who has been part of a dozen or so tour groups that have visited the twin tunnels bored beneath the river for a subway extension to the North Shore, scheduled to open in 2011.

Whether the rather exclusive underwater fraternity is to be expanded remains in doubt, as the Port Authority searches for $117.8 million to cover cost overruns on the half-built North Shore Connector.

Yesterday, though, the project continued apace, with compressors, jackhammers, cranes and trucks providing the sound track for 238 workers who tromped through icy mud at the North Shore and Downtown construction sites.

The new subway station near PNC Park looks to be a long way from ready for customers. Reaching the underground level requires tricky descents on two narrow ladders.

The sprawling platform where passengers will board trains still shows its lattice of reinforcing rods on one end -- some of the concrete has been poured at the other end and is covered in plastic sheeting.

The towering walls on either side of the platform are draped with a black waterproofing membrane "similar to a swimming pool liner," said the connector's project director, Keith Wargo, who led a small tour yesterday.

Overhead power lines, tracks and plinths -- the concrete risers on which the tracks are laid -- have yet to appear.

But the subway extension also is too far along, too vast and imposing, to look like a project that might be in terminal peril.

From the top of the adjacent West General Robinson Street parking garage, one can see the planned path once the line rises from underground just after the PNC Park station and moves toward an elevated station at Heinz Field.

And there are the tunnels, the engineering marvel of the project, gouged out with the brute force of a 500-ton boring machine and the high-tech finesse of a laser-controlled guidance system. Work on the tunnel contract is about 80 percent complete, Mr. Wargo said.

The tunnels are sheathed in concrete -- prefabricated rings 4 feet long and 22 feet in diameter made up of seven sections each that were bolted together as the tunnels were dug.

The giant boring machine has completed its job, been dismantled and is in the process of being shipped off the site.

From their starting point near PNC Park, the tunnels take a gently curving route toward Stanwix Street, Downtown. One passes beneath the Equitable Resources building on the North Shore.

At their lowest point, the twin tubes are about 100 feet below the normal surface of the river, which is 710 feet above sea level. The top of the 3-foot-thick concrete that makes up the tunnel rings is at least 25 feet below the river bottom.

The next contracts to be awarded are for "train systems" -- tracks, electric power supply, signals and communications equipment -- and escalators. The combined cost of the low bids is $88.3 million, and yesterday, even as the "Bore to the Shore" continued, Port Authority was not certain where -- or if -- it would get the money.

Jon Schmitz can be reached at jschmitz@post-gazette.com or 412-263-1868.

[hyperion1110]

That's the thing... no, this area does not have that feel at all, but it could! Neither Fifth nor Forbes is a broad boulevard, per se. Boulevards generally have a median or feature landscaped borders to buffer them from the sidewalk. Fifth and Forbes (mainly between Bigelow/Clemente and Craig St.) are both wide and uninterrupted swaths of high-speed concrete. They are remnants of late 1960s urban redevelopment/transportation plans.

True boulevard streets would be great, instead of what we have. Think of Broadway on the Upper West Side of Manhattan, think of the Ben Franklin Parkway in Philadelphia... both Fifth and Forbes could de redsigned for the better to complement all of the other developments in Oakland.

As someone who works in Oakland, I cannot disagree with your observations...nor can I completely agree with them. Despite the high traffic, and occasional ugliness (mostly in the vicinity of the hospitals), I've always had the feeling that there is just something right with the way Oakland feels. Nearer to the hospitals, as well as down much of Forbes, the neighborhood is very gritty and urban. It's loud and odorous and bustling. But then, if you continue walking down Forbes, rounding the corner by Lawrence Hall, the whole view is transformed. You have the Catherdral of Learning, Heinz Chapel, the Stephen Foster Memorial, and the William Pitt Union on your left; in front of you is the Carnegie Institute; and to your right is Schenley Plaza and Park, as well as the Frick Fine Arts Building (which I think it a very, very underrated structure in Oakland). Shifting over to Fifth, the surroundings are no less impressive, with Soldiers and Sailors, the old Masonic Temple (Alumni Hall), the Music Building (old WQED)...heck, even Clapp Hall is neat looking. For those few blocks, you're surrounded the legacy of Pittsburgh's golden age. The architects of our own little corner of the late 19th century City Beautiful movement did their jobs well in creating that section of Oakland.

For myself, I think the beauty of the area around the Cathedral would be greatly diminished if it wasn't for the stark contrast with the urban jungle down by the hospitals. I just wish they would get rid of the freakin' buses! Can a brotha get a street car or somethin'?! :D

[pj3000]

^ Yeah, I agree. I just think that those views, and therefore the entire feel of the area, would be made even better with street improvements to Forbes and Fifth.

[PGHFan]

It would be great to have them as wise boulevards in the university hospital. It would be great if stimulus money could pay for the improvements, but many things would be great.

[PGHFan]

Boulevards would be a great addition. Where's my checkbook?

[Minivan Werner]

Salvation Army HQ sold. (http://popcitymedia.com/developmentnews/ymca0225.aspx)

I guess now isn't the time for major construction projects.. but I don't think this building has any redeeming qualities and I'd rather see it gonzo for some type of high-rise.

[Evergrey]

pj3000 had asked about this before; perhaps chucka could provide more information

http://www.post-gazette.com/pg/09056/951437-147.stm

Work starts on Mon Wharf bike, hike trail

Wednesday, February 25, 2009
By Jon Schmitz, Pittsburgh Post-Gazette

One of the more conspicuous missing links in the nearly completed Pittsburgh-to-Washington, D.C., bike trail will start to materialize on Monday.

Construction will begin on a 2,017-foot bike and pedestrian promenade at the Monongahela Wharf, Downtown. It is the first of three phases that ultimately will connect Point State Park with trails to Oakland, the South Side and points far beyond.

Some parking spaces will be lost starting Monday, but "this is for the betterment of the city and the waterfront," said Anthony Boule of the Pittsburgh Parking Authority.

Those who can't find a space at the wharf will be urged to try the First Avenue Garage (an $8.75 all-day rate, 75 cents more than the wharf). There they can pick up a free ride into Downtown on the T.

Eventually 150 to 200 of the wharf's 700 spots will be taken by the trail, said Kelly Rabenstein, communications manager for the Riverlife Task Force, which is overseeing the $2.3 million project.

The promenade will extend the entire length of the wharf along the river's edge.

Two other pieces will be needed to connect the Point and wharf to the Eliza Furnace Trail from Downtown to Oakland.

Longer-range plans call for a 1,400-foot concrete path on steel pilings that will curve out over the Monongahela River around the Fort Pitt Bridge piers and link the park and the wharf. At the other end, a switchback ramp will lift cyclists from the wharf to the Smithfield Street Bridge.

Projected completion dates for those phases were not available yesterday.

The other missing links in a continuous 335-mile path to the nation's capital are about four miles of a 9-mile stretch from near Sandcastle Waterpark in West Homestead to McKeesport.

The Regional Trail Corp. is negotiating to place bridges over Norfolk Southern Railway tracks in Whitaker and Duquesne, project coordinator Jack Paulik said yesterday, and the talks are going well.

Linda McKenna Boxx, president of the Allegheny Trail Alliance, said the group needs to raise about $1.5 million to complete the missing pieces. She said she hoped the McKeesport-to-Sandcastle section could be completed by the end of next year's cycling season.

Sandcastle is a separate obstacle. The park owners have balked at allowing the trail through their property, an 0.7-mile stretch that might be the last and most confounding link to be completed.

Allegheny County Executive Dan Onorato and Kennywood/Sandcastle President Peter J. McAneny in October announced they had made significant progress toward accommodating the trail on Sandcastle property.

Mr. McAneny has since resigned. County officials hope to resume the talks with the new park leadership in the coming month, said Kevin Evanto, Mr. Onorato's spokesman.
Jon Schmitz can be reached at jschmitz@post-gazette.com or 412-263-1868.

[Evergrey]

http://www.pittsburghlive.com/x/pittsburghtrib/business/s_613272.html

300 wait for Downtown lofts

By Ron DaParma, TRIBUNE-REVIEW
Wednesday, February 25, 2009

Strong demand for apartments in the Pittsburgh area has translated into a 300-person waiting list for 46 loft apartments at Millcraft Industries Inc.'s Market Square Place development Downtown.

The surge in interest at Millcraft's $40.3 million project at the edge of Market Square is further evidence that people are attracted to Downtown living, Lucas Piatt, executive vice president of the Washington, Pa.-based development firm, said Tuesday.

"We have a huge waiting list of people who want to rent," Piatt said at an event sponsored by the Pittsburgh Chapter of the Urban Land Institute at the Rivers Club, Downtown. "People want to be in Downtown. It's a great opportunity for them to come in at a little below market rate and be right in the center of everything."

He is uncertain how tenants will be selected from the waiting list. It may be on a first-come, first-served basis, or through a lottery, he said.

Market Square Place is a mixed-use development being built on the five-building site of the former G.C. Murphy Co. variety store and two adjacent buildings at the edge of Market Square.

Expected to open by September, it will feature a new 45,000-square-foot Greater Pittsburgh YMCA, and 30,000 square feet of ground-floor retail and restaurant space.

Apartment rents will average about $1,200 a month, with current pricing running from about $700 a month for a one-bedroom, one-bath unit to about $3,000 for a 2,000-square-foot unit with a prime view of Market Square.

Apartment rentals are popular in the Pittsburgh area. A recent survey by M/PF YieldStar of Dallas found the area has the lowest apartment vacancy rate in the nation — at 2.5 percent at the end of 2008.

The recession has dampened housing sales, including condominiums, which is helping to boost apartment demand, Piatt acknowledged.

Even so, Millcraft remains bullish about the Downtown condo market.

Sales are slow, but there's still activity, he said, noting that this week his company closed on its first condo sale at its $70 million Piatt Place development at Forbes Avenue and Wood Street, Downtown.

A two-bedroom unit featuring a den, one of 65 condos built atop the former Lazarus-Macy's store building, sold for $752,000, he said.

"Financing for condos is available, with down payments as low as 5 percent," said Brian Walker, Millcraft's chief financial officer.

"There should be closings on about 30 condos at both Piatt Place and the Carlyle — another Downtown condo building — within the next four to six months," said Bill Dietrich, new construction manager for Coldwell Banker Real Estate Co., which is marketing units at both buildings.

[Black-n-Gold]

Salvation Army HQ sold. (http://popcitymedia.com/developmentnews/ymca0225.aspx)

I guess now isn't the time for major construction projects.. but I don't think this building has any redeeming qualities and I'd rather see it gonzo for some type of high-rise.

Well you missed your chance to buy it and tear it down. Besides, its actually a very unique building with a number of wonderful spaces on the lower floors including a chapel and a pool. I think the conversion will be an improvement for that area of downtown.

[AaronPGH]

This is completely unrelated to Pittsburgh development, but I just wanted to post this here as I couldn't believe it when I read this. Pittsburgh Public Schools had an abstinence-only education policy?! Where are we living...Kansas?!?

http://post-gazette.com/pg/09056/951444-298.stm

At least they reversed it....but this has been LONG overdue for a city that is trying to become more forward-thinking.

[AstrosFreak]

Aaron, that's mostly a Bush policy that was forced on the schools by means of federal funding. It happened all over the place, not just the midwest - though they probably went along with it happily. :koko:

[themaguffin]

Apparently the stimulus package included $8 Billion for the western Maglev train... what the hell - after years of a process to "win" the gov supported funds Nevada sneaks in to snag it? WTF?

[UrbaniDesDev]

I think Fifth & Forbes are in need of a facelift, is all. Street trees along their entire lengths would be a vast improvement. Where possible, wider sidewalks, particularly along Fifth around UP. Well marked crosswalks, new and consistant pedestrain friendly street lights, furniture and signage is also needed.

Fifth Avenue, as it continues beyond Craig Street, into Shadyside, needs help also. I watch the ever growing number of pedestrians, joggers and bikers competing for space along the narrow sidewalks along Fifth. It is not very perdestrian friendly, especially being such a popular residential area and where so many walk to work in Oakland. Particularly between Craig and Shady Avenues. There is room, in most places, for wider sidewalks and street trees, someday creating a canopy over the avenue.

The same could be done with Forbes through Squirrel Hill, particularly through CMU campus. It is really ugly between Craig Street & Aylesboro.

Penn Avenue from the Strip to Wilkinsburg could use the same treatment.

I feel there is a richness, a grandness to that that would go with a strong vibrant residential district as well as their commercial districts. I believe this is something that once existed but was lost over ther years. These are our historic arteries and are in disrepair. They are the hearts of the East Side and should be given high priorities.

Where Forbes and Fifth head towards Downtown, should be included in this. A cohesive appearance will help draw development into the Hill. Along the Upper Hill, both Avenues have incredible views of the city and the river. Space for parklets along them exist on the river side. Perhaps even overlooks that would rival Mount Washington. A great place for students to hang out in the summer. With so much attention given to traffic circulation, more attention needs to be given to pedestrians, joggers and bikers, not just in Oakland but all of it's surrounding region.

I'm for all the "East Side" boulevards in getting a face-lift!
From the Hill/Strip to Regeant Square.

http://i40.photobucket.com/albums/e235/UrbaniDesDev/Treelined497030672_934116a0de.jpg

http://i40.photobucket.com/albums/e235/UrbaniDesDev/TreelinedSF.jpg

http://i40.photobucket.com/albums/e235/UrbaniDesDev/TreelinedParis-bld-saint-germain.jpg

http://i40.photobucket.com/albums/e235/UrbaniDesDev/TreelinedFrance_Paris_ChampsElysees.jpg

[AaronPGH]

Apparently the stimulus package included $8 Billion for the western Maglev train... what the hell - after years of a process to "win" the gov supported funds Nevada sneaks in to snag it? WTF?

Everything I've read seems to point that it's money to push maglev in all of the cities looking for it....not just Vegas. I could be wrong though.

[AaronPGH]

Aaron, that's mostly a Bush policy that was forced on the schools by means of federal funding. It happened all over the place, not just the midwest - though they probably went along with it happily. :koko:

Ahh ok....well that makes me feel a little better. Anyway, glad it's fixed now.

[asher519]

Everything I've read seems to point that it's money to push maglev in all of the cities looking for it....not just Vegas. I could be wrong though.

You're right. The stimulus bill does not specify where the $8 billion for high-speed rail will go. It will be doled-out by the Department of Transportation, most likely through a competitive grant process. The Republicans have picked-up on the fanciful sound of the Vegas-Disneyland "magnetic levitation" line in an attempt to make high-speed rail sound like pork to the public-at-large who may not be up on rail issues. The bill itself does not specifically mention that or any other high-speed rail project.

(With that said, word on the street is California is vying for at least $2 billion of it for their rail projects.)

[UrbaniDesDev]

I'm sorry. I can not see a maglev running from the airport to Greensburg would ever be even close to possible. It just doesn't make sense. A rail from LA to Vegas makes sense. a Metro line running from the airport to Downtown makes sense. We spent a BILLION dollars on that tunnel, we should put it to good use!

[AaronPGH]

I'm sorry. I can not see a maglev running from the airport to Greensburg would ever be even close to possible. It just doesn't make sense. A rail from LA to Vegas makes sense. a Metro line running from the airport to Downtown makes sense. We spent a BILLION dollors on that tunnel, we should put it to good use!

I agree completely. It needs to be light rail to make the trip cost affordable, to make it match the current system, and to service all the neighborhoods between downtown and the airport.

[hyperion1110]

I agree completely. It needs to be light rail to make the trip cost affordable, to make it match the current system, and to service all the neighborhoods between downtown and the airport.

The Maglev system proposed for Pittsburgh is as much a proof of concept project as much as a viable means of mass transit. And Pittsburgh has a lot in its favor with respect to Maglev. For example, the city has very heavy east-west traffic, which is the way this system would run. Anyone driving 376 in the east and 279 in the west knows this first hand; the traffic during peaks hours is amazing. A Maglev train that could get someone from Greensburg to the airport in 20 minutes is certainly a great investment. Remember also that there are probably about 1.6 million people living and working in this corridor alone.

Even if you discount the cost effectiveness of Maglev for mass transit in Pittsburgh, you cannot ignore the city's location with respect to North America's most densely populated regions. A 300 MPH train is a viable, long distance alternative to flying, while being both cheaper and safer. With that in mind, Pittsburgh would be a central for a transit system reaching about 200 million people. On such a system, you could be in the following cities in 2 hours or less on Maglev: Montreal, Ottawa, New York, Neward, Philadelphia, Baltimore, DC, Toronto, Buffalo, Cleveland, Columbus, Cincinnati, Louisville, Indianapolis, Detroit, Chicago, and Milwaukee. Considered in such a light, I don't see how any other proposed system holds a candle to the Pittsburgh project. Certainly, it would be a tragic waste of billions to build a system so that rich people from LA can go waste their money in Las Vegas. I mean, other than these two cities, what the heck is inbetween? The answer is nothing (I'm quite sure the route would take it close to, if not right through, death valley).

Irrespective of who gets the system, Pittsburgh is the real winner. We have the installed industrial capacity to build the system, and we have, arguably, the only sufficiently advanced manufacturing facilities, courtesy of Pittsburg-based Maglev, Inc., to build it domestically.

However it goes, this is a plus for Pittsburgh.

[hyperion1110]

This is completely unrelated to Pittsburgh development, but I just wanted to post this here as I couldn't believe it when I read this. Pittsburgh Public Schools had an abstinence-only education policy?! Where are we living...Kansas?!?

http://post-gazette.com/pg/09056/951444-298.stm

At least they reversed it....but this has been LONG overdue for a city that is trying to become more forward-thinking.

I noticed this article myself, but I didn't read into it because, well, it's wrong. I graduated from Perry Traditional Academy (now Pittsburgh Perry - what a student name) back in '99. I can tell you, without question, that the word abstinence was never mentioned in my 2 years of health class. I don't know about "official" policy or not, but we were told all about safe sex, blah, blah, blah...way more than we ever wanted to hear.

On a related note, it's very frustrating to me how the Pittsburgh Public Schools are portrayed in the media. Having attended a Catholic elementary school and a public high school, I can say that while the quality of my private education was markedly higher than my peers at public schools, I found the education I received at Perry to be superior to that recieved by many of my friends in suburban districts. From personal experience, I would put the brightest from the city against any suburban peer any day of the week, and twice on Sunday. ...The only difference is that the average student in the city is quite a bit poorer than the average suburban, Banana Republic-wearing yuppy kid. People need to stop blaming the school district, as if the teachers and students simply don't care enough about education.

Deal with the poverty, and you'll see the achievement gap evaporate. In the meantime, give these people, teachers, students, and parents, a break. They're trying.

[Evergrey]

I noticed this article myself, but I didn't read into it because, well, it's wrong. I graduated from Perry Traditional Academy (now Pittsburgh Perry - what a student name) back in '99. I can tell you, without question, that the word abstinence was never mentioned in my 2 years of health class. I don't know about "official" policy or not, but we were told all about safe sex, blah, blah, blah...way more than we ever wanted to hear.

On a related note, it's very frustrating to me how the Pittsburgh Public Schools are portrayed in the media. Having attended a Catholic elementary school and a public high school, I can say that while the quality of my private education was markedly higher than my peers at public schools, I found the education I received at Perry to be superior to that recieved by many of my friends in suburban districts. From personal experience, I would put the brightest from the city against any suburban peer any day of the week, and twice on Sunday. ...The only difference is that the average student in the city is quite a bit poorer than the average suburban, Banana Republic-wearing yuppy kid. People need to stop blaming the school district, as if the teachers and students simply don't care enough about education.

Deal with the poverty, and you'll see the achievement gap evaporate. In the meantime, give these people, teachers, students, and parents, a break. They're trying.


You may have seen this article today:

http://www.post-gazette.com/pg/09057/951794-298.stm

Pittsburgh Public Schools improved its "student achievement" relative to the rest of Pennsylvania school districts from 2000 to 2007... rising from the 4th percentile to the 5th percentile.

[UrbaniDesDev]

The Maglev system proposed for Pittsburgh is as much a proof of concept project as much as a viable means of mass transit. And Pittsburgh has a lot in its favor with respect to Maglev. For example, the city has very heavy east-west traffic, which is the way this system would run. Anyone driving 376 in the east and 279 in the west knows this first hand; the traffic during peaks hours is amazing. A Maglev train that could get someone from Greensburg to the airport in 20 minutes is certainly a great investment. Remember also that there are probably about 1.6 million people living and working in this corridor alone.

Even if you discount the cost effectiveness of Maglev for mass transit in Pittsburgh, you cannot ignore the city's location with respect to North America's most densely populated regions. A 300 MPH train is a viable, long distance alternative to flying, while being both cheaper and safer. With that in mind, Pittsburgh would be a central for a transit system reaching about 200 million people. On such a system, you could be in the following cities in 2 hours or less on Maglev: Montreal, Ottawa, New York, Neward, Philadelphia, Baltimore, DC, Toronto, Buffalo, Cleveland, Columbus, Cincinnati, Louisville, Indianapolis, Detroit, Chicago, and Milwaukee. Considered in such a light, I don't see how any other proposed system holds a candle to the Pittsburgh project. Certainly, it would be a tragic waste of billions to build a system so that rich people from LA can go waste their money in Las Vegas. I mean, other than these two cities, what the heck is inbetween? The answer is nothing (I'm quite sure the route would take it close to, if not right through, death valley).

Irrespective of who gets the system, Pittsburgh is the real winner. We have the installed industrial capacity to build the system, and we have, arguably, the only sufficiently advanced manufacturing facilities, courtesy of Pittsburg-based Maglev, Inc., to build it domestically.

However it goes, this is a plus for Pittsburgh.


I know the arguments. No, LA to Vegas would not be my first choice, though it would include the masive population between LA & San Bernadino.

Yes, this is to be the first leg, a test, of a hopeful East-West route from NYC to Chicago. If they were to start with an East-West test, it would make more sense to be between Philly/West Chester/Downington/Lancaster/Harrisburg, or Milwaukee/Racine/Chicago/Gary/South Bend. Both will serve millions more, in areas that are accustomed to using mass transit, and still be along what could be a future East-West line.

The success of a Maglev type transit is dependant on a future national system. This will be a trial to measure it's initial success. If that will be dependant on how many riders go from Greensburg/Moroeville to the Airport, or even Greensburg/Monroeville to Downtown, or Downtown to the Airport, it will be a massive failure and prove to all it's foes that this is not needed. If the Republicans, or even the rest of the country were to hear that billions of dollars was to be used for this purpose, in a mid city like Pittsburgh, with declining population, that will be the end of it.

As for using the local Maglev, it was already decided to go with a German company. No, this does not make any sense but thats where it was left. If we are hoping to make this a nationwide system, it will have to prove that it is viable and needed.

[UrbaniDesDev]

I believe this is from 2001
PITTSBURGH MAGLEV FORCES CLAIM A LEG UP ON EAST COAST RIVAL

PITTSBURGH -- Pittsburgh's high-speed maglev train project may have a 3/8-inch edge on its East Coast rival in the final competition for a big pot of federal money and a chance to be national king of a new transportation technology, the Pittsburgh Post-Gazette reports.

Maglev Inc., the private corporation behind the local proposal, claims it alone has lined up the manufacturing and technical expertise needed to build the precision steel-plated guideways that allow maglev trains to race along at speeds up to 300 miles per hour on such a thin cushion of electromagnetism.

"Nobody else in the United States is in position but us," says Maglev chief executive officer Fred Gurney.

The competition between Pittsburgh and a government coalition promoting the Baltimore-Washington, D.C., corridor for the first high-speed magnetic-levitation demonstration project is reaching high levels of intensity and detail. And while Maglev may feel confident about Pittsburgh's technical superiority -- and other advantages -- it is not at all clear which project will win or whether either will ultimately get off the ground.

Maglev and the Baltimore-Washington Maglev Project were told 10 days ago by the Federal Railroad Administration that they will split $14 million to finalize their proposals. At stake is $950 million in federal money authorized, but not yet appropriated, for construction. The winner is expected to be announced in the summer of 2002.

If one of the projects gets built, and built in time, it would be the first commercial system in the world. Shanghai is trying to fast-track a maglev line and get it done by 2003.

Maglev uses electromagnetism to lift and propel vehicles along elevated guideways at up to 300 miles per hour, double the top speed of the "bullet" trains now in service in Europe and Japan.

The technology was conceived in the United States more than 30 years ago but was not pursued in our automobile-happy society. Germany and Japan picked up the ball, and both have developed maglev prototypes. The Pittsburgh and Maryland projects would use the German technology, which has been extensively tested by a German firm named Transrapid.

Pittsburgh's further ahead

The Pittsburgh group proposes a 47-mile line from Pittsburgh International Airport to Greensburg, with stops Downtown and in Monroeville. The Maryland plan calls for a 40-mile line from downtown Baltimore to Union Station in Washington, D.C., with a stop at Baltimore-Washington International Airport.

These two projects were "always at the top of the list" among the seven proposals competing to become finalists, according to a senior official of the railroad administration. Only one other was even close, based on 10 criteria, including financial support, technical expertise, estimates of ridership, ease of finding rights of way, and management.

"Basically, neither have minuses," the official said of Pittsburgh and Baltimore. "They were all strengths or more or less neutral."

The Pittsburgh proposal was particularly attractive because of strong public and financial backing offered by its government and private sector partners -- which include DaimlerChrysler-owned Adtranz and U.S. Steel Corp. The project also enjoys what the official called "extraordinary support" from labor unions. Two major unions --the Building and Construction Trades Council and United Steelworkers of America -- are cosponsors.

The Pittsburgh group also is closer to selecting a route, and it plans to begin service sooner. The airport-to-Downtown leg would open four years after federal funds were available -- in 2006, according to the current schedule. The Maryland group doesn't plan to inaugurate service before 2010. Another apparent Pittsburgh advantage are its hills and four distinct seasons, which promise to provide a better test ground for a potential national system. In Maryland, the terrain is flat, the weather relatively mild. And then there's that 3/8-inch argument. Pittsburgh proposes to fabricate many parts of its maglev system locally, potentially creating a new industry in the United States and thousands of jobs -- including the construction of precision maglev guideways.

Maglev trains can race over distances longer than a football field in one second while levitating barely above carbon steel plates. Each 200-foot section of guideway requires unique geometric features and must flex ever so slightly for the trains to reach top speeds.

"We recognized a long time ago that (guideway) was the challenge," Gurney said. "We put in motion a plan to build and fabricate those large steel structures within 2- to 3-millimeter tolerances. They (the Maryland coalition) haven't done that."

While the Pittsburgh group would work closely with Transrapid, the Maryland team would rely on the German company to a much greater extent for equipment and material.

Maryland's got more people

The main plus for the Baltimore-Washington project seems to be that it would be built in the fourth largest metropolitan area in the United States along the densely populated East Coast.

"The bottom line is that Baltimore-Washington is on the most heavily traveled corridor in the world," said one federal transportation official. "That's where the customers are."

That may be -- if the maglev line is eventually extended up and down the East Coast and becomes a primary means of intercity travel. And certainly the Baltimore-Washington line could be more quickly extended to large, neighboring metro areas, such as Philadelphia and then New York, than the Pittsburgh line. The nearest semi-big metro areas to Pittsburgh are Cleveland and Harrisburg, both 150 miles away.

Still, standing on its own, the Maryland project actually expects to attract fewer riders than the Pittsburgh project -- 35,400 daily trips versus 67,100 on the busiest leg of the Pittsburgh line between the airport and Downtown.

Maryland officials may have simply been more conservative in estimating ridership. But the Pittsburgh line might attract more Downtown commuters to outlying park-and-ride lots at the airport, in Monroeville and in Greensburg. With only one stop, at BWI airport, the Maryland line would provide service mainly for airport travelers and those making Baltimore to Washington trips. Not many commuters to either city would find it convenient to drive to the airport first.

Maryland's position on the East Coast could work against it, as well. Another federal transportation official noted that Amtrak has just begun, at considerable expense, a high-speed train called the Acela on the Boston-Washington route. It has a theoretical top speed of 150 mph, but can rarely achieve anything close to that on existing railbeds.

"There are a lot of expensive systems (in the northeast corridor) that a maglev system would render obsolete," this official said. "Some congressmen might question why we are spending so much money in this place."

That might make the Pittsburgh project's potential to be the start of the first high-speed line from the East Coast to the Midwest a strong argument in its favor.

Paul Skoutelas, chief executive officer of the Allegheny County Port Authority, a cosponsor of the Pittsburgh project, doesn't think the Maryland proposal meets the spirit and intent of a "demonstration project."

"I might be a little biased, but Pittsburgh is the more logical place for a demonstration project," Skoutelas said. "It doesn't make sense developing maglev in an existing high-speed rail corridor, especially since they're just introducing Acela in there in the last couple of months."

Another Baltimore-Washington advantage may be that all the members of Congress live in the area, and a lot of them would no doubt enjoy having a quick, easy alternative to the often congested National Airport in Washington and the distant Dulles Airport in Virginia.

On the other hand, Congress and the White House are controlled by Republicans, and Pennsylvania has two influential Republican senators, Arlen Specter and Rick Santorum, and a Republican governor, Tom Ridge, who is a friend of the Republican president, George W. Bush. Maryland has two Democratic senators, Paul Sarbanes and Barbara Mikulski, and a Democratic governor, Parris Glendening.

Fund Pittsburgh and Maryland?

Robert Kiernan, a private consultant who's chairman of the Maglev Task Force for the High Speed Ground Transportation Association in Washington D.C., thinks both the Pittsburgh and Maryland projects should be funded.

"It's unfortunate that so much attention is on one maglev system versus another, and between maglev and high-speed rail," Kiernan said. "We should be focusing instead on the competition, which is airlines and automobiles. The fact is, you can't build any more airports, and you can't add any more highway lanes. High speed ground transport in some form is the only practical way to meet future transportation needs."

The plans of the Pittsburgh group to eventually extend its line east to Philadelphia, where it could connect to a northeast corridor maglev, gives the federal government reason to fund both projects, Kiernan said. "At the speeds maglev can travel, you could take the train from Pittsburgh, change trains in Philadelphia, and still be in Washington or New York in about the same amount of time as it would take to fly." There also would be eastbound stops in Johnstown and Harrisburg.

John Harding, maglev chief scientist for the railroad administration, noted that high-speed ground transport systems use far less space and produce much less environmental impact than airplanes or automobiles.

"JFK airport in New York City occupies seven square miles. That's more than the entire space occupied by the Japanese bullet trains from Tokyo to Osaka," Harding said. "The new airport in Denver occupies enough space to build a rail line between Fairbanks, Alaska, and Miami."

In a 1989 report, researchers at the Argonne National Laboratory said maglev trains and commercial airlines should be seen as complementary, rather than competing systems.

"If maglev systems were integrated into major hub airport operations, they could become economical in many relatively high-density U.S. corridors," the scientists said. "Air traffic congestion and associated noise and pollutant emissions around airports would also be reduced."

Maglev trains could substitute for flights of 100 miles to 600 miles, freeing up hub airports to focus on longer flights. The Maryland group thinks a maglev train could go from Washington to New York -- with stops in Baltimore, Wilmington, Del., Philadelphia and Newark, N.J. -- in 70 minutes. The average time between the two downtowns traveling by air is twice that.

Don't fund either one?

The difficulty with maglev systems, says University of Pennsylvania engineering professor Vukan Vuchic, a critic of maglev in general and the northeast corridor project in particular, is that an entirely new infrastructure has to be built to support it. For maglev trains to reach Manhattan, for instance, new tunnels would have to be dug under the Hudson River.

Yes, but the high-speed rail systems Vuchic touts also require new rights of way and infrastructure in most places, so it makes sense to use the more advanced technology, argues Phyllis Wilkins, who quarterbacks the Maryland maglev project for the city of Baltimore.

"The difference between high-speed rail and maglev is the difference between using an electric typewriter and using a computer," she said.

In a 1997 report to Congress, the railroad administration estimated that it would cost roughly twice as much to build infrastructure for a maglev system than to build infrastructure for high-speed rail systems.

Existing rail routes in the northeast corridor could be upgraded to accommodate high-speed trains like those currently in service in Germany, France, Italy and Japan at a fraction of the cost of what it would take to build a maglev system from scratch, Vuchic said.

A senior railroad administration official said he doubted that was true.

"The Northeast corridor is a dilapidated system," he said. "It requires major improvements. Our cost comparison (in the 1997 report to Congress) was soft. If you have to make extensive improvements in urban areas to accommodate high-speed rail, then the difference in cost between high-speed rail and maglev will be much less."

Though it will, in most instances, cost more to build a maglev system than high-speed rail, the maglev system will be much easier to maintain, Wilkins said. "High-speed rail puts tremendous pressure on the tracks," she said. "Every night, 3,000 Japanese have to go out on the Tokyo-Osaka track to bend it back into place. Because maglev trains hover above the guideway, not upon it, they exert only about one-tenth of the pressure that high-speed rail systems do."

Kiernan thinks the fact that maglev would require an entirely new infrastructure is an advantage.

"It's true that maglev can't use the existing infrastructure," he said. "But we forget that that infrastructure was built for a technology that was developed in the 1800s. Maybe, in the 21st Century, we should start thinking about a new one."

The costs of maglev must be compared to all the alternatives, Harding said. "If you don't build a high-speed ground system, than you have to build more airports and more highways. JFK (airport) is doing a $9 billion restoration. Los Angeles' is expected to be double that."

High-speed ground systems offer much greater capacity, he said. "The Japanese (bullet trains) accommodate 12,000 passengers per hour (on a single route). If you tried to provide that by air, it would take the entire capacity of JFK ... assuming that every airplane was a 747 and made no intermediate stops."

[UrbaniDesDev]

This is listed in Wikipedia as current US Maglev proposals

Pittsburgh, Pennsylvania: According to Transrapid, Inc., Pittsburgh has the most advanced Maglev initiative in the U.S., followed by the Las Vegas project. Once federal funding is finalized, these two markets could be the first to see Maglev in the United States. Initially, the project calls for a transrapid system throughout the metro Pittsburgh area. Further planning calls for extensions eastward to Harrisburg and Philadelphia. Upon completion, a commute from Pittsburgh to Harrisburg would be reduced to 90-120 minutes. A commuter traversing the Pennsylvania Turnpike would currently spend approximately 5-6 hours completing the same commute. (source: History Channel)

California-Nevada Interstate Maglev High-speed maglev lines between major cities of southern California and Las Vegas are also being studied via the California-Nevada Interstate Maglev Project. This plan was originally supposed to be part of an I-5 or I-15 expansion plan, but the federal government has ruled it must be separated from interstate public work projects.

Since the federal government decision, private groups from Nevada have proposed a line running from Las Vegas to Los Angeles with stops in Primm, Nevada; Baker, California; and points throughout Riverside County into Los Angeles. Southern California politicians have not been receptive to these proposals; many are concerned that a high speed rail line out of state would drive out dollars that would be spent in state "on a rail" to Nevada.

Baltimore-Washington D.C. Maglev: A 64 km project has been proposed linking Camden Yards in Baltimore and Baltimore-Washington International (BWI) Airport to Union Station in Washington, D.C. It is in demand for the area due to its current traffic/congestion problems. The Baltimore proposal is competing with the above-referenced Pittsburgh proposal for a $90 million federal grant.

Honolulu: The city of Honolulu, Hawaii is said to be planning a Linimo class urban Maglev for its main mass transit train.[citation needed]

San Diego: San Diego is considering a high-speed maglev line to serve as a passenger transportation mode to remote airport sites under consideration. The cost estimate is approximately $10 billion U.S. for the 120-150 km (80-100 mile) run, not including the cost of construction of the airport. [8]

Atlanta – Chattanooga: The proposed maglev route would run from Hartsfield-Jackson Atlanta International Airport, run through Atlanta, continue to the northern suburbs of Atlanta, and possibly even extend to Chattanooga, Tennessee. If built, the maglev line would rival Atlanta's current subway system, the Metropolitan Atlanta Rapid Transit Authority (MARTA), the rail system of which includes a major branch running from downtown Atlanta to Hartsfield-Jackson airport.

[Evergrey]

another big vacancy for SouthSide Works... this one occupying a prominent corner space... so much for upscale-retail-driven development... I'm worried SSW might hit a tipping point soon...

http://pittsburgh.bizjournals.com/pittsburgh/stories/2009/02/23/daily49.html?surround=lfn

Z Gallerie closing SouthSide Works store

Pittsburgh Business Times - by Tim Schooley

Z Gallerie, a retailer which mixed a variety of contemporary furniture with accessories and art, is closing at the SouthSide Works.

Staff in the store are telling customers in the store that it’s expected to close once the merchandise is sold out, perhaps in the next few weeks.

The Gardena, Calif.-based retailer has reported that it will close 25 under-performing stores, including its stores in Ohio.

The family-run chain will have 50 stores once its closings are completed. The SouthSideWorks location was the only Z Gallerie store in Pennsylvania.

tschooley@bizjournals.com | (412) 208-3826

[PittPenn 03]

Did something else big close at the SSW? I never go there anymore. Aside from the theater, there really isn't anything there worth the trip.


another big vacancy for SouthSide Works... this one occupying a prominent corner space... so much for upscale-retail-driven development... I'm worried SSW might hit a tipping point soon...

http://pittsburgh.bizjournals.com/pittsburgh/stories/2009/02/23/daily49.html?surround=lfn

Z Gallerie closing SouthSide Works store

Pittsburgh Business Times - by Tim Schooley

Z Gallerie, a retailer which mixed a variety of contemporary furniture with accessories and art, is closing at the SouthSide Works.

Staff in the store are telling customers in the store that it’s expected to close once the merchandise is sold out, perhaps in the next few weeks.

The Gardena, Calif.-based retailer has reported that it will close 25 under-performing stores, including its stores in Ohio.

The family-run chain will have 50 stores once its closings are completed. The SouthSideWorks location was the only Z Gallerie store in Pennsylvania.

tschooley@bizjournals.com | (412) 208-3826

[themaguffin]

Most everything, everywhere - name the city is at a tipping point.

[Evergrey]

Did something else big close at the SSW? I never go there anymore. Aside from the theater, there really isn't anything there worth the trip.

Sisley, Kenneth Cole (replaced by Aerie), Sharper Image (whole chain went of business; stupid store anyways), Ann Taylor, Grand Bahia tanning salon, Andrew's Ties, and it appears local fashion shop Karma may have just closed... I might be missing some...

[UrbaniDesDev]

Oh this is terrible news. The economy strikes again. seems every time Pittsburgh gets on a roll, the national economy tanks. Well, we are not alone this time. Cold comfort I know... Very COLD!

[pj3000]

...

[edncc1701d]

another big vacancy for SouthSide Works... this one occupying a prominent corner space... so much for upscale-retail-driven development... I'm worried SSW might hit a tipping point soon...

http://pittsburgh.bizjournals.com/pittsburgh/stories/2009/02/23/daily49.html?surround=lfn


This past fall, I heard from someone familiar with Damian Soffer and the Soffer Organization, the developers of the South Side Works, that the project was doing really poorly. Apparently at that point, the Soffer Organization was lowering rents to break even levels to keep stores from vacating. In addition to this, supposedly the Soffer family was using family funds to keep the who project from tanking.

At the time, I didn't believe this; however, with the recent spat of closings I can see the retail portion of the project suffering as described to me. I think the South Side Works really just got moving along at a bad time. Imagine, if the SSW had taken off a few years earlier, around the same time as the Waterfront. I think they would have been in a better position to gain the desired retailers and keep them there for the needed amount of time to really establish a new retail destination for Pittsburgh. Of course, the SSW was really only starting to take shape as we know it when we were already headed in the direction of the downturn.

I think once we pull out of this economic mess, the SWW with be ready to take advantage of the new growth. Unfortunately, the Soffers might not be around to see that happen. The Chesscake Factory, the theater and new brewery will all be great anchor tenants that will weather the storm. Whether they can help 'hold down' the fort for the next year or two or three is the question.

Sisley, Kenneth Cole (replaced by Aerie), Sharper Image (whole chain went of business; stupid store anyways), Ann Taylor, Grand Bahia tanning salon, Andrew's Ties, and it appears local fashion shop Karma may have just closed... I might be missing some...

I remember reading an article in the business times not too long ago about Tusca, the restaurant with the out door dining around the corner from the theater, not being able to meet rent. But, it is still open.

Also, the Hot Metal Grill, one of the original tenants along with Z Gallery, closed and now houses Dulce Nightclub/upscale restaurant/confused business.

[hyperion1110]

I know the arguments. No, LA to Vegas would not be my first choice, though it would include the masive population between LA & San Bernadino.

Yes, this is to be the first leg, a test, of a hopeful East-West route from NYC to Chicago. If they were to start with an East-West test, it would make more sense to be between Philly/West Chester/Downington/Lancaster/Harrisburg, or Milwaukee/Racine/Chicago/Gary/South Bend. Both will serve millions more, in areas that are accustomed to using mass transit, and still be along what could be a future East-West line.

The success of a Maglev type transit is dependant on a future national system. This will be a trial to measure it's initial success. If that will be dependant on how many riders go from Greensburg/Moroeville to the Airport, or even Greensburg/Monroeville to Downtown, or Downtown to the Airport, it will be a massive failure and prove to all it's foes that this is not needed. If the Republicans, or even the rest of the country were to hear that billions of dollars was to be used for this purpose, in a mid city like Pittsburgh, with declining population, that will be the end of it.

As for using the local Maglev, it was already decided to go with a German company. No, this does not make any sense but thats where it was left. If we are hoping to make this a nationwide system, it will have to prove that it is viable and needed.

I understand your perspective, and I do not entirely disagree with it. I could see Pittsburgh's proposal being altered somewhat. For example, a smaller project, with a lower profile and yet a better chance at decent ridership, would be a connect from Downtown to the airport. Alternately, a longer route could be proposed, connecting Pittsburgh, Akron, and Cleveland. Leveraging the political clout of PA and Ohio might be enough to tip the balance. Unfortunately, I think it might be too late to make changes now.

[tooluther]

A good friend of mine works on Harry R.'s staff. I've offered to trade him the Pirates to Vegas to move the Pittsburgh Maglev project above "Sin City Express"

[Black-n-Gold]

I've always wondered about the viability of an airport connector. How many people actually go to the airport on a given day? How does this compare to the number that drive from Monroeville to Downtown or from Wexford to Oakland?

Seems like we should find where the greatest demand could be served and put the rail line there.

[Black-n-Gold]

To answer my own post above - it looks like about 20-25,000 passengers a day fly in and out of the airport (coming and going to all parts of the region, not just downtown). By comparison, consider the flow of vehicles to downtown:

Squirrel Hill Tunnel: 106,000 cars / day
Fort Pitt Tunnel: 107,000 cars / day
Liberty Tunnel: Around 100,000 cars / day

[Evergrey]

http://pittsburgh.bizjournals.com/pittsburgh/stories/2009/02/23/daily51.html?t=printable

Four firms make final list to conduct URA Riverfront Vision planning study

Pittsburgh Business Times - by Tim Schooley

The Urban Redevelopment Authority is down to four final candidates for its Allegheny Riverfront Vision planning study, an effort to craft a new future for a major span of city real estate that stretches from the Strip District to Highland Park.

They are: a team composed of Burt Hill, the region’s largest architecture firm, and Rothschild Doyno Collaborative, a boutique firm that developed a new office in the Strip District last year; Perkins Eastman, a national firm with a local office; Chan Krieger Sieniewicz, a Boston-based firm that established the plan for the Three Rivers Park; and EDAW, a 70-year-old design and planning firm that previously designed the 18-acre riverfront park on the North Shore.

A mix of national and local firms, the URA, the city’s Planning department and the Riverlife Task Force are interviewing the four firms this week.

“This is going to be a tough, tough decision. All four are really exemplary proposals,” said Rob Stephany, executive director of the URA. “They really were exceptional.”

First proposed last summer, the projects’s ambition has attracted 25 firms, both local and national, a number that surprised Stephany as larger than usual.

The project calls for multidisciplinary teams to “create a market-based urban design vision” for the Allegheny riverfront, targeting real estate development opportunities and seeking new riverfront connections.

Stephen Quick, a principal of Perkins Eastman, said his firm’s proposal focuses on building on the established identities of neighborhoods involved. He also sees a great opportunity to get great use of the city’s riverfront.

“We’re looking to use this project as test case for establishing guidelines for all the city riverfronts,” he said.

tschooley@bizjournals.com | (412) 208-3826

All contents of this site © American City Business Journals Inc. All rights reserved.

[Ditchdigger]

To answer my own post above - it looks like about 20-25,000 passengers a day fly in and out of the airport (coming and going to all parts of the region, not just downtown).

That number seems to be the total for passengers enplaned and deplaned. How many are coming and going to/from outside the airport, and how many are just changing planes?

[Black-n-Gold]

That number seems to be the total for passengers enplaned and deplaned. How many are coming and going to/from outside the airport, and how many are just changing planes?

Very good point - that weakens further the case for a dedicated line to the airport. To be fair though, the last few times I've flow through there it really doesn't seem like there are many (if any) connecting flights there - especially after US airways pulled back.

[PA Pride]

I've always wondered about the viability of an airport connector. How many people actually go to the airport on a given day? How does this compare to the number that drive from Monroeville to Downtown or from Wexford to Oakland?

Seems like we should find where the greatest demand could be served and put the rail line there.

I've read several times that the parkway west between the airport and downtown is the busiest road in western pennsylvania by daily traffic volume.

[Black-n-Gold]

I've read several times that the parkway west between the airport and downtown is the busiest road in western pennsylvania by daily traffic volume.

The Fort Pitt Tunnel is actually the busiest stretch in our region with about 133,00 cars per day in 2007. This includes traffic from both the airport area and the south hills. You can see for yourself:

ftp://ftp.dot.state.pa.us/public/pdf/BPR_pdf_files/MAPS/Traffic/Traffic_Volume/2007/allegheny_2007_tv.PDF

[PA Pride]

Ok, after viewing that map I don't really know how to read it; But anyway, I thought the question was "which road is the busiest - parkway north, warkway west, parkway east, etc" to which I was answering: The parkway west has the most traffic total. maybe not all the way to the airport then....

[PittPenn 03]

http://www.postgazette.com/pg/09059/952421-100.stm

Penn Brewery to stay put under new lease
Saturday, February 28, 2009
By Bob Batz Jr., Pittsburgh Post-Gazette

As it turns out, Penn Brewery isn't going anywhere, at least for five years.

In a surprise announcement at a news conference today, president and CEO Len Caric said the North Side brewery will remain at its Vinial Street location under a new 5-year lease.

Mr. Caric had said in November that the company decided not to renew its lease after the rent was effectively more than tripled by E&O Partners. E&O later said Penn owes it money for a disputed water bill.

The lease was to expire today. Mr. Caric told employees at a meeting yesterday afternoon the brewery would remain open but didn't provide details.p>

However, today he said a new lease had been worked out and Penn would remain a fixture on the North Side.
More details in tomorrow's Pittsburgh Post-Gazette.
First published on February 28, 2009 at 12:34 pm

[Evergrey]

http://www.post-gazette.com/pg/09060/952238-30.stm

Downtown condo sales are going well in some spots, not so well in others

Sunday, March 01, 2009
By Mark Belko, Pittsburgh Post-Gazette

http://www.post-gazette.com/pg/images/200902/20090301bwcondos0301_500.jpg
Bill Wade/Post-Gazette
Sitting area off the main room in a 151 First Side condo.

With the first residents getting ready to move into the former Lazarus-Macy's department store, the Downtown condominium market has reached another milestone in its development.

But as the recession grows worse nationwide, there are signs the market for higher priced condos Downtown may be slowing even as bigger developers continue to profess confidence about the future of the city center as a residential neighborhood.

One who has lost her enthusiasm for the market is Holly Brubach, a former style editor for the New York Times.

Ms. Brubach purchased the Granite Building at Sixth Avenue and Wood Street next to the Duquesne Club in late 2005 with the intent of converting it into luxury condominiums -- six units for sale and two floors for her personal use.

But after three years of marketing with lots of nibbles and one sale that ultimately fell through, Ms. Brubach is now looking for a new use for the building.

She attributed the lack of sales to bad timing. "I mistook the condo market," she said.

Ms. Brubach said there was lots of interest in the units, which ranged from $700,000 for a "vanilla box" to $995,000 for built-out space. All were roughly 3,000 square feet.

"There were a number of people who looked at them. I think part of the difficulty was the size. From what I understand, successful units Downtown have been smaller than that," she said.

Price did not appear to be a problem, she said, adding that some potential buyers "couldn't get over how reasonable they were." Some thought parking was an issue, however.

Ms. Brubach, who lives in a rental in the Strip District, now intends to market the building, which has street-level retail space, for another purpose. She's not sure exactly what that will be just yet.

"I still haven't given up on the building. I think it's a beautiful building in a great location. I'm still optimistic I can make something happen," she said.

About a block away, at the former Lazarus-Macy's store, 34 of 60 luxury condos priced from $300,000 have been sold. Only six of those sales have come since August.

"Sales are a little bit slow because of the economy but the prospects aren't," said Lucas Piatt, executive vice president of developer Millcraft Industries.

"We still have a lot of walk-up traffic. A lot of people are interested in purchasing. A lot of people are reviewing contracts. At this time, we're still positive about it."

Millcraft has spent $65 million transforming the failed department store into condos, office and retail space. Mr. Piatt still sees Downtown as a strong market but said it is taking prospects longer to commit "because, obviously, people read the news every day."

"I don't think it's gloom or doom or anything like that. I think it's reflective of the housing market as a whole," he said.

"Obviously nobody is recession proof. But I think our buyers are recession-resistant. By no means do I feel interest has slowed or anything of that nature."

At the former Union National Bank at Wood and Fourth Avenue, 32 of 61 condos ranging in price from $190,000 to $1.2 million have been sold with contracts out on two more. Twelve units have sold since March 2007.

While David W. Bishoff, president of E.V. Bishoff Co. of Columbus, Ohio, acknowledged sales were very slow in December, he said volume has picked up dramatically since the first of the year.

While the 21-story building, now known as the Carlyle, isn't close to being filled, Mr. Bishoff is pleased with the progress to date.

"Typically in a development such as this, if you can sell a third before you open the doors, you're doing pretty well," he said. "The buying public isn't used to buying off a set of floor plans."

Mr. Bishoff is bullish enough on the Downtown residential market that he's planning to convert three other properties the company owns into housing at some point.

One of those is the 20-story Commonwealth Building on Fourth next to the Carlyle. He also has plans for apartments or condos in a seven-story building on Third Avenue and wants to build new housing in a parking lot on Fourth.

"Our first priority is to finish up the Carlyle, get the units sold," he said.

Carole Clifford, a real estate agent who is helping sell units in the Carlyle, said traffic Downtown is good. She said sales are on track or even ahead of expectations. "I still think Downtown is the hottest market in Pittsburgh," she said.

She won't get any argument from Kathy Wallace, vice president of Solara Ventures, a Philadelphia developer that has converted buildings at 941 Penn Ave., Downtown and the former Otto Milk building in the Strip District into condominiums.

At 941 Penn, all 17 units have been sold at prices ranging from $350,000 to $1.6 million, although two condos are now being resold.

Solara also has 22 of 56 condos in the Otto Milk building under contract, with prices ranging from $183,000 for a one bedroom to $1.3 million for a top-floor penthouse. The firm began marketing the units only last fall.

She has seen no evidence of a slowdown, joking, "I haven't taken a breath in the last month. It's been crazy.

"I don't know whether to have empathy or to get frustrated when I hear people say the market is down because I just don't see it," she said.

Ms. Wallace said sales have been "especially brisk" for condos priced in the mid-$200,000 to mid-$300,000 range. Interestingly enough, the cheapest condos in the Otto Milk building -- the $183,000 one-bedroom units with 773 square feet -- haven't sold yet.

At the new Three PNC Plaza building on Fifth Avenue, Howard Hanna has accepted deposits or agreements on five of 28 luxury condos since marketing began at the end of November.

The customized units start at $500,000 but those sold so far have been in the $750,000 to $800,000 range, said Helen Hanna Casey, president of Howard Hanna Real Estate Services.

"We're pretty excited about what we have so far," she said.

More than 70 percent of the units have been sold at 151 First Side condo tower on Fort Pitt Boulevard, where prices started at $200,000.

In November, Duquesne Light President and CEO Morgan K. O'Brien and his wife, Kathleen, purchased one of the penthouses on the 18th floor for almost $2.4 million, according to county real estate records.

If the economy has affected anything Downtown, the impact is being felt on the supply side. Few new condo projects are being launched because credit is so tough to get, said Hollie Geitner, Pittsburgh Downtown Partnership spokeswoman.

"But as far as demand, demand for Downtown living is extremely high," she said.

The partnership recorded 26 condo sales Downtown last year, with the average price for the units above $400,000.

Ms. Geitner expects sales at Piatt Place and the Carlyle to pick up now that units have been completed. "Now people can really see them. They're not going in and seeing something under construction."

Cindy Kamin, senior vice president and member of the national multi-housing group at CB Richard Ellis, isn't surprised that condo activity has slowed down somewhat given the economy.

But she added the Pittsburgh market as a whole is outperforming much of the country, with housing values appreciating while those in many other cities have dropped 10 to 15 percent.

Such stability can't hurt sales Downtown.

"At the end of the day, Pittsburgh is like a blue chip stock," said Ms. Clifford. "It appreciates three to four percent a year, no matter what."
Mark Belko can be reached at mbelko@post-gazette.com or 412-263-1262.

[Evergrey]

http://www.post-gazette.com/pg/09060/952438-53.stm

Mayor sees city's construction levels as positive evidence of another renaissance

Sunday, March 01, 2009
By Rich Lord, Pittsburgh Post-Gazette

http://www.post-gazette.com/pg/images/200902/x20090301ds_ottowallace_5_500.jpg
Darrell Sapp/Post-Gazette
Kathy Wallace, vice president of development for Solara Ventures, walks through the Otto Milk Building in the Strip District, where she is lining up buyers to turn the site into condominiums.

While other cities' leaders are using one r-word -- recession -- to explain canceled projects and construction slowdowns, Pittsburgh Mayor Luke Ravenstahl dares to use another one to describe what he sees: renaissance.

He invoked that hallowed term at a Pittsburgh Downtown Partnership meeting last month, and didn't hesitate to expound upon it last week, even as observers and political rivals voiced doubts.

"I firmly believe that despite the economic conditions in surrounding areas and cities, the numbers and the facts are that Pittsburgh is growing in a lot of areas, we are rebuilding the city, and we are on the brink of a third renaissance," he said.

The mayor -- who faces Democratic primary challengers -- argues that Pittsburgh is riding a gentle wave amid otherwise stormy seas, and the coming federal stimulus package "is going to mean that we are going to be able to sustain it."

Outside experts said Pittsburgh has fared better than many other cities, but warned that the future is hard to predict.

"The problems in residential mortgages have definitely started to spread into commercial mortgages," said James Haughey, chief economist with Reed Construction Data, which sells information to construction firms and analyzed comparable cities' performance for the Post-Gazette. "There's not enough money to go around."

The credit crunch is evident on many skylines.

David Feehan, president of the International Downtown Association, said Las Vegas and Miami "have 20- and 30-story major towers Downtown that have never opened" because no one can get mortgages for the condos. He cited a developer in Columbia, S.C., who sold 25 percent of the condos in a complex only to have the bank pull the plug.

"I think Pittsburgh's relatively conservative pace has served it well now, and it's perhaps well positioned," he said.

A few local projects have stalled. A proposed $230 million hotel-retail-condo project that developer DOC-Economou proposed for the Don Allen Auto City site in Bloomfield, for instance, appears to be comatose, its diagnosis and prognosis disputed.

"Hotel financing nationally started to change pretty considerably," explained Rob Stephany, executive director of the Urban Redevelopment Authority. The site will be developed eventually, he said, but it "just will not be the [project] that everybody was working on for 18 months."

"The project is not dead. It was put on hold, due to a lack of consensus in the community," said Paul O'Rourke, a spokesman for DOC-Economou. "They're still in business, and still interested in developing in this market."

For every quiet site, Mr. Ravenstahl can point to several buzzing ones, from the Rivers Casino to the Consol Energy Center to housing, retail and office projects in East Liberty, the South Side and Downtown.

The construction unions are at "between 95 and probably 110 percent employment," said Rich Stanizzo, business manager of the Building Trades Council. "They're bringing in guys from throughout the Tri-State area" and as far away as Michigan.

The city logged nearly $991 million in building permits last year, which is double the 2006 level. That number was inflated by the casino work, which will end this year.

Still, the city's growth drove the metro area's relatively strong construction market. While the Baltimore, Cincinnati and Cleveland metro areas saw construction drop steadily from 2006 to 2008, the Pittsburgh region saw a jump in 2007, followed by just a modest pull-back, according to Reed Construction Data.

"In general, across the whole country, construction activity has dipped back," said Mr. Haughey. "Activity in Pittsburgh seems to have steadily grown."

Philadelphia developer Jack Benoff, of Solara Ventures, said he's now "100 percent focused on Pittsburgh." His condo tower at 941 Penn Ave. is fully sold and paid off, and he's pre-sold 40 percent of the coming 56 condos at the Otto Milk Building in the Strip District.

Mr. Ravenstahl's 10-year tax abatement on new housing Downtown and in 26 distressed neighborhoods "is huge," said Kathy Wallace, Solara's vice president of development. It shaves as much as $6,100 a year from a condo's tax bill. Enough buyers have put down hand money that construction is set to start April 1.

Still, Solara hasn't yet lined up all of the financing needed to finish the Otto Milk Building, Mr. Benoff said.

"I am worried that there is a credit crunch in Pittsburgh, because Pittsburgh banks are very, very, very conservative," he said. "I had a lot of trouble getting anybody to lend to me on 941 [Penn]," and had to "scurry" to borrow from Johnstown-based AmeriServ Financial when a local bank yanked a loan.

The URA views the region's banks -- notably Dollar Bank, PNC Financial Services and Citizens Bank -- as big reasons for the construction market's stability.

"We are a city of financial industry that understands the underlying value of the asset, that understands the creditworthiness of the borrower," said Mr. Stephany.

Deals that rely on outside money, though, are in trouble, he said. "Anything being underwritten out of town, I would say, probably doesn't end well."

The pullback is pronounced for what Mr, Stephany called "quirky investments," like hotels, condos and anything involving tax credits.

The value of a tax credit, which a developer gets from the state or federal government and then sells, has plunged by one-third in the past year, experts agreed.

PNC is continuing to buy tax credits that back diverse deals like the 60-apartment Century Building, Downtown, and the Garfield Heights public housing development. Nationally, though, it's having a tough time marketing tax credits to other investors, said Peter Kaplan, vice president of acquisitions for PNC MultiFamily Capital.

That "makes deals less feasible," he said, but PNC plans to keep doing them when they make "an attractive return" and boost communities.

What's to keep the pullback from worsening, and erasing a drawing board of projects that range from a Target store in East Liberty to housing in Ridgemont to a retirement facility at the old South Hills High School? The administration hopes the stimulus package will see to that.

The $787 billion federal package should give Pittsburgh a $6 million to $10 million boost in funding for low-income community development, plus money for lots of roadwork.

"I see $70, $80 million in Pittsburgh alone on road, tunnel and enhancement projects enabled by the one, first pot of money from the recovery package," said city Chief of Staff Yarone Zober.

Mr. Haughey, the Reed Construction Data economist, said the stimulus won't immediately affect commercial construction, but added that Pittsburgh appears to have more "shovel-ready" improvements than similar cities because its project pipeline has flowed consistently.

It's unclear when or how any renaissance will affect the city's tax revenue and population.

The city expects less than 1 percent annual growth in its property tax receipts, in part because county assessment policy keeps it from fully cashing in on rising values. And the city's population continues to dip, from 334,563 in 2000 to 311,218 last year, according to the U.S. Census Bureau's most recent estimates.

"A renaissance in my mind means that there is more vibrant business activity than previously, and that population is increasing," said city Councilman Patrick Dowd, a Democratic mayoral challenger.

He called Mr. Ravenstahl's development strategy "decentralized, scattered, and a lot of it is driven by developers. ... They take what comes along rather than trying to create."

Mr. Dowd said he would revamp the City Planning Department and craft a citywide development plan.

"It shouldn't be just lofts in the Strip District and where the Penguins are building," said Carmen Robinson, a Hill District attorney who also is running for mayor. She said any renaissance hasn't hit Lincoln-Lemington, Homewood, Brookline or Carrick, and vowed to back community benefits agreements guaranteeing jobs and investments to neighborhoods in which subsidized developments sit.

Mr. Ravenstahl argues that he is working strategically, using data to determine whether new homes, green space, business district investments or public safety efforts would help a given neighborhood most. The administration is also about to seek a consultant to help five as-yet-unpicked, troubled communities to find paths to stability.

Last year he asked consultants for concepts for stimulating development along the Allegheny River, and was surprised to get 24 responses. The URA will choose one soon.

A decade ago, Mayor Tom Murphy and Allegheny County commissioners Mike Dawida and Bob Cranmer declared a third renaissance, driven by the then-emerging stadiums and David L. Lawrence Convention Center. Mr. Ravenstahl's people aren't counting that one, instead measuring their work against the 1950s clearance of the Point State Park area and the Downtown building boom that started in the late 1970s.
Rich Lord can be reached at rlord@post-gazette.com or 412-263-1542.

http://www.post-gazette.com/images4/20090301luke_renaissance.gif

[Gallup]

I could easily live in downtown Pittsburgh!

[PA Pride]

^Me too.

[Evergrey]

http://www.popcitymedia.com/developmentnews/craig0304.aspx

$9M sustainable office tower planned for Oakland's S. Craig corridor

http://www.popcitymedia.com/galleries/Default/Dev%20News/Issue%20148/craigstreet_300.jpg

A new 45,000-square-foot sustainable office development is in the works for Oakland’s S. Craig St. corridor.

Under development by Cambridge Venture Partners (CVP), the nine-story project will bring 40,000 square feet of Class A office space to the centrally located commercial district. Designed to complement Craig’s existing retail tenants and surrounding institutions, increase pedestrian traffic and support Oakland’s strong rental market, the $9 million project will feature a first-floor restaurant with outdoor seating along Winthrop St. Approximately 100 new employees are expected to work in the office tower, which is being designed by Renaissance 3 Architects.

“It’s really going to compliment the whole corridor. When I went around and talked to business people, they were totally for the development and realize it will help business. We’re addressing a lot of needs over there,” says Tom Chunchick, with CVP, who has met with local merchants, the Oakland Task Force and the Bellefield Area Citizens Association. “They’re excited to have first class tenants. We always seek public and private input from our neighbors to make sure that everyone has a chance to present their ideas and offer us opportunities for improving our process.”

Chunchick, who has teamed up with David Glickman of Grubb & Ellis and Rick Dimidjian of Aegis Realty Partners to market the project, expects construction to start by the end of summer. Occupancy is planned for fall 2010. CVP is also developing The Museum Park Hotel on Forbes Ave. in Oakland and the mixed-use Forward Square in Squirrel Hill.

[Johnland]

http://www.popcitymedia.com/developmentnews/craig0304.aspx

$9M sustainable office tower planned for Oakland's S. Craig corridor

http://www.popcitymedia.com/galleries/Default/Dev%20News/Issue%20148/craigstreet_300.jpg

A new 45,000-square-foot sustainable office development is in the works for Oakland’s S. Craig St. corridor.

Under development by Cambridge Venture Partners (CVP), the nine-story project will bring 40,000 square feet of Class A office space to the centrally located commercial district. Designed to complement Craig’s existing retail tenants and surrounding institutions, increase pedestrian traffic and support Oakland’s strong rental market, the $9 million project will feature a first-floor restaurant with outdoor seating along Winthrop St. Approximately 100 new employees are expected to work in the office tower, which is being designed by Renaissance 3 Architects.

“It’s really going to compliment the whole corridor. When I went around and talked to business people, they were totally for the development and realize it will help business. We’re addressing a lot of needs over there,” says Tom Chunchick, with CVP, who has met with local merchants, the Oakland Task Force and the Bellefield Area Citizens Association. “They’re excited to have first class tenants. We always seek public and private input from our neighbors to make sure that everyone has a chance to present their ideas and offer us opportunities for improving our process.”


It's refreshing to see some thoughtful development specifically designed to complement South Craig Street. I lived on Dithridge St. for years after school and know that neighborhood is a gem. I have been amazed that over the years it has not attracted more development. After the Atrium, there was no more residential development. I think that plain red brick apartment building directly across from the Museum is a good tear-down candidate to make way for a fresh new building.