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Sunday, May 26, 2002

By Joe Grata, Post-Gazette Staff Writer

Pennsylvania Turnpike consultants have recommended that the last section of the Mon-Fayette Expressway enter Pittsburgh by following the northern shore of the Monongahela River through Hazelwood rather than the south shore through Hays and the South Side.

	Related coverage Open houses, hearings planned on Expressway's north section

The recommendation is contained in a five-volume Draft Environmental Impact Study that, in essence, asks for federal approval so the turnpike can proceed with a final design of the highway from Route 51, Jefferson Hills, to Parkway East interchanges in Monroeville and Pittsburgh.

The document will be available for public inspection by the end of this week, when a 75-day public review and comment period will start. "Open house" meetings with engineers and turnpike staff get under way next month; mandatory public hearings will be held in July.

The impact study lays out the proposed route of the expressway through Allegheny County and into the city, where it has stirred controversy.

"This is a major milestone ... the real test," said Frank Kempf, chief engineer for the Pennsylvania Turnpike. "We've talked and listened to and heard from thousands of people over the years. A lot of their input is reflected in this document."

Thirty-five miles of the Mon-Fayette Expressway have been built and opened, mainly in Washington and Fayette counties.

While a Uniontown-to-Brownsville section is one of the missing links, the connection to Pittsburgh has always been the main point of the highway, which is intended to provide new access and stimulate economic development in old mining and industrial towns in the Mon River corridor.

The Draft Environmental Impact Study for the Pittsburgh section gives every indication that controversy simmering for years may be brought to the boiling point, although elected officials from 19 towns, plus county officials, support the project and the North Shore alignment.

From Route 51, the highway is to run north through West Mifflin, Dravosburg and Duquesne to the Mon River. It will then split into a Y, with the eastern arm continuing to the Parkway East in Monroeville.

But the western arm of the Y has generated controversy over the years over which side of the Mon it should follow.

Although the federal government required the turnpike to study putting the limited-access toll road along the south shore of the Mon, engineers not only decided the idea was less feasible but also said it would add $788 million to a $1.9 billion cost. That's partly because the southern route would require another bridge to carry the road back to the parkway near Bates Street.

The study lists several factors against putting the highway on the south shore. Among other things, that route would:

Displace a Pennsylvania American Water Co. pumping station in Baldwin Borough that supplies more than 130,000 South Hills customers.

Displace 2.7 miles of proposed right of way for a bike-and-hike trail with no room for other land to replace it.

Conflict with land-use plans at the Waterfront in Homestead and at the city's South Side Works, both well-advanced redevelopment projects on old "brownfield" industrial sites, and virtually wipe out all businesses in Whitaker.

Require building 14 piers in the river in the vicinity of Union Railroad's barge-loading facility in Duquesne and restrict navigational access.

On the other hand, the study contends the North Shore Alternative would:

Provide improved access to brownfield sites in Duquesne, Penn Hills, Rankin, Swissvale and Pittsburgh's Hazelwood neighborhood.

Reduce travel times to medical facilities, education centers and employment in Oakland by up to 68 minutes over the time it takes on the mostly outdated, two-lane road system currently in place in the Mon Valley.

Accommodate all proposed riverfront trail projects in Pittsburgh and east of Pittsburgh.

Turnpike officials said they would like to receive environmental and historical clearance, a "record of decision" from the Federal Highway Administration and permits from the Army Corps of Engineers and others within a year.

Start of construction would still be several years away -- probably not before 2007.

But getting the record of decision would mean the turnpike could start buying property from people along the alignment.

"It's important to get to that stage as soon as possible so people can get out of the limbo they're in," Kempf said.

Thus far, turnpike officials said, they have spent $18.5 million on the Route 51-to-Pittsburgh section on hundreds of meetings, staff, expenses, consultants, engineers and architects.

In addition, $291 million has been earmarked from other expressway-related revenue bonds to carry out the environmental study and approval process; pay for final design, including many of the "urban design" features and amenities demanded by Pittsburgh Mayor Tom Murphy; and acquire property.

"The [impact study] addresses nonconventional issues besides traffic and safety that some people wouldn't associate with a highway," Kempf said. "We look at things like access to riverfronts, community cohesion and bike trails."

The nearly 24-mile northern section of the Mon-Fayette Expressway was divided into five sub-sections for the latest study.

Following are short descriptions of recommended options and/or changes not previously decided by consultants and the turnpike.

Section 1 -- From Route 51, Jefferson Hills, through West Mifflin, Dravosburg and Duquesne. Distance: nine miles.

The eastern option of this section would bypass Clairton Sportsmen's Club. Still to be decided are options that place 3.5 acres of West Mifflin Community Park at stake.

Section 2 -- From the north shore of the Mon River opposite Duquesne, following Turtle Creek Valley to the Parkway East (Interstate 376) in Monroeville. Distance: five miles.

Engineers recommend option 2A that local officials and residents generally supported, providing the best opportunity to relocate displaced businesses in Turtle Creek, including Penn Plaza Shopping Center. No local streets would be affected, and an elevated main bridge carrying the expressway would parallel Railroad Street.

The plan to build an interchange with Business Route 22 in Wilkins has been officially dropped in favor of a plan that provides direct ramps to and from Monroeville Mall.

Section 3 -- From the Y junction in East Pittsburgh west through North Braddock, Braddock, Rankin and Swissvale. Distance: 3.5 miles.

Would be built as discussed with community officials and residents, including dismissal of an option to place the expressway south of Talbot Avenue in Braddock. Access would be provided to the Carrie Furnace site for any future redevelopment.

Section 4 -- From the Swissvale/Pittsburgh line west to the Glenwood Bridge. Distance: 2.3 miles.

Two options are being carried forward dealing with whether the structure carrying the expressway is carved into the hillside or built as an elevated structure past Nine Mile Run and Duck Hollow.

More detailed geotechnical information will be gathered and plans will be coordinated with city officials during final design to determine which option, or combination, will eventually be built.

Section 5 -- From the Glenwood Bridge west through Hazelwood to the Parkway East interchange near the Boulevard of the Allies. Distance: 3.5 miles.

Several options remain under consideration, including relocating the railroad. But the expressway would be built below-grade, partly hidden by three, 600-foot-long landscaped "covers." New local streets would be built and a ramp would lead to the former LTV Steel site for access to the redevelopment site.