Raymond E. Wilt Memorial Highway
Affectionately called the Parkway West and Parkway North, this Interstate is part of the Penn-Lincoln Parkway which has its beginnings in the 1930s. The Parkway West section, unlike the Parkway East, wasn't considered until 1936 and prior to that there was only limited citizen action supporting improved access to the western suburbs. That year, the County Planning Commission began studying a parkway which would have traversed the same right-of-way as today's Parkway West.
On April 9, 1937, a caravan of state officials as well as representatives of the Pittsburgh and Allegheny County governments and Penn-Lincoln Highway Association drove from Churchill to Campbells Run Road. After encountering the perils faced by trying to traverse the urban landscape with traffic signals, stop signs, and congestion, state officials agreed to adopt the Penn-Lincoln Highway as a state project at a dinner that evening.
Later in 1937, the Department of Highways' district engineer began studies and compile estimates on the Parkway. The County planning engineer was authorized to cooperate and provide assistance such as engineering services.
The US Bureau of Public Roads announced its approval of the expressway plan on September 16, 1938. The approved routes were virtually identical with the present Parkways, right down to the Squirrel Hill and Fort Pitt Tunnels. It would not be until 1941 when the Federal Public Roads Administration formally agreed to match state funds and prepare for construction.
As World War II was drawing to a close in 1943, postwar planning began in earnest in Pittsburgh. The Allegheny Conference on Community Development was formed as a private citizens' organization to spearhead improvement programs such as the Penn-Lincoln Parkway. When the war concluded in 1945, the parkway was ready to begin. Through the influence of Attorney General James H. Duff and Richard K. Mellon, Governor Edward Maring approved $57 million for improvements in Pittsburgh, of which two were the Parkway, Crosstown Boulevard, and Point State Park construction. The plan was devised by Robert Moses, who was known for planning New York City's highway transportation system.
Moses' planned Point Interchange utilizing the former Point
and Manchester Bridges. Instead of the fountain, a beacon
was to be the center of focus at the point. I think the fountain
was a good choice. (Robert Moses)
|Penn-Lincoln Parkway Designs from 1952|
|Proposed Parkway West in Carnegie||Paul Slantis|
|Proposed Parkway West in Greentree|
|Proposed Parkway West and New Tunnel|
Construction began on July 25, 1950 when Governor James Duff tossed the first spade of dirt. On October 15, 1953, the first section of expressway opened from Saw Mill Run Boulevard to its western terminus near the airport with traffic using the West End Bypass to detour around the unfinished tunnel and bridge. On July 11, 1954 contracts for the initial design of the tunnels were awarded. The groundbreaking for the tunnel was held on April 17, 1957 with the drilling commencing on August 28, 1957. The price tag for the project would be $17 million. On March 31, 1958, Mayor David L. Lawrence and Governor George L. Leader pushed the button that triggered the blast to eliminate the last amount of rock between the two tunnel bores from the opening in the side of Mount Washington facing downtown Pittsburgh. The Fort Pitt Bridge opened at 11 AM on June 19, 1959, which connected downtown to West Carson Street and replaced the old Point Bridge. At the time, it was the only double-decked, tied-arch bridge. The bridge became the center of attention three years later when a man climbed to the top of the arch on the upriver side and threatened to jump. In one of the first instances of television capturing a breaking story live, a KDKA-TV cameraman followed the man to the top to talk him down. Unfortunately, he was not successful as the man jumped into the Monongahela.
The $16 million Fort Pitt Tunnels opened at 2 PM on September 1, 1960, completing the Penn-Lincoln Parkway from Monroeville to the Airport. Originally conceived as a toll facility, Governor David Lawrence remarked at the opening: "As you know, this tunnel was originally intended as a toll facility. The fact that it is being opened, today, as a toll-free tunnel is one of the better pieces of news we have had for this community." The tunnels are 3,600 feet in length with 14 feet of clearance. Each portal has four centrifugal fans that push air through the tunnels and remove car exhaust.
for the Fort Pitt Bridge
- Pennsylvania Department of Highways
Specs for the Fort Pitt Tunnel - Pennsylvania Department of Highways
|Penn-Lincoln Parkway Construction|
|Fort Pitt Bridge in 1958||Paul Slantis|
|Northern Portal of the Fort Pitt Tunnel|
|Southern Portal of the Fort Pitt Tunnel||Pennsylvania
|Above Carnegie Facing West in 1951||Clyde Hare|
Construction costs came in at $14,630,000 with the Saw Mill Run Boulevard interchange making up $4,083,000 of that total. The Carson Street interchange cost $1,500,000, Fort Pitt Bridge cost $6,305,000, and downtown approaches to the bridge at $8,800,000. The total cost of the western half was $31,235,000.
Did you know that the double-rail barriers formerly on the Fort Pitt Bridge were actually installed backwards? You can still see an example of the backwards barrier on the Fort Duquesne Bridge, the Boulevard of the Allies, and the ramps around Point State Park. In 1962, a report was issued to have the railings installed with them facing inward to the highway which explains why I-579's look they way they do. This means that fewer truck accidents and payloads landing in Point State Park could have happened if the then Department of Highways would have re-bolted the brackets in response to the report.
Over the years, many designations have marked the current route of Interstate 279. Originally, from Interstate 79 to downtown, the I-70 designation was used until 1963. In 1963, the I-79 designation was extended from its former terminus at the Point to West Virginia. In 1972, the Interstate 76 designation was extended from the Point to Interstate 79. That same year, the I-279 designation was moved from the section of I-79 between its connections with I-279 north and west of the city to the current alignment to end at the Point. In 1973, the current route was created with the extension of the I-279 designation from downtown to I-79.
Temporary end of I-279 in Franklin Park in 1983.
In the mid-1960s, construction began on the Fort Duquesne Bridge. There was a problem with the bridge as it did not connect to anything on the North Side until 1969, when ramps were built to Ridge Avenue. Since the bridge did not connect to anything on the North Shore, it was given the nickname "Bridge to Nowhere." One person found out what that exactly meant when they drove their car over the span and smashed into the bank of the Allegheny River.
All of that changed on October 16, 1969 at 11 AM, when it became a "bridge that is going somewhere." That was when traffic began to cross the bridge for the first time, on what was called "Bridge Day." The name coined because not only was the Fort Duquesne opening, but also the Birmingham and Vanport Bridges opened and the Point and Manchester Bridges were demolished.
Construction taking place on the Fort Duquesne Bridge.
(Pennsylvania Department of Highways)
In 1985, construction began on the long awaited Parkway North. The reason for the delay was having to move houses (and people) in the right-of-way. Also trying to wedge the eight-lane highway and two-lane East Street into a valley was a challenge. The remaining section from the Fort Duquesne Bridge to I-79 opened on September 16, 1989 at a cost of $550 million, 30 some years after being proposed. It has dedicated HOV lanes in the median in this section, which is a part of the Pittsburgh Busway System known as the North Hills Busway/North Hills Expressway HOV Lanes. Originally the minimum occupancy of vehicles for the lanes was three, but then it was lowered to two in 1992 and created a surge in ridership that has not been seen since.
View of I-279 under construction in the East Street Valley in
February 1989. (Arthur G. Smith)
The worst accident to occur on the HOV lanes happened in 1995. Six people going to lunch became confused and entered the lanes heading outbound when they were for inbound traffic. The car made it as far as Saint Boniface Church before colliding with a pickup truck, killing five in the car and a passenger in the truck. A PennDOT employee, who was found to be under the influence of cocaine, pleaded guilty to involuntary manslaughter and reckless endangerment after it was discovered he simultaneously opened both the inbound and outbound gates. The lanes were closed immediately for several safety upgrades, but it didn't help ridership as it dropped to more than 1,000 vehicles per day. Wrong-way accidents are unheard of today; however, this hasn't helped to increase the number of users.
The Fort Pitt Bridge and Tunnel rehabilitation project which was to begin in 1993, but was pushed back to the latter part of the 1990s due to fiscal problems, officially kicked off in 1997. The project that would bring Pittsburgh to a grinding halt began with the granite facade of the tunnel being replaced and a year later the ramps from Carson Street were rehabilitated.
Wear and tear on the Parkway West section rearing its ugly head by 1998, repaving commenced on April 17 that year. PennDOT repaved the outbound section of the expressway from the Fort Pitt Tunnel to Interstate 79 on weekends. What was to take one and a half months, ended up lasting until the weekend of August 15. However, rain interfered with the timetable on five weekends, and work was forbidden on during the Pittsburgh Marathon, Memorial Day, Fourth of July, Three Rivers Regatta, and the Steelers' first preseason home game.
On October 19, 1998, a truck jackknifed on the ramp from the I-376 to I-279 south. The driver lost control as he took the curve from the Parkway East to the Parkway West. The truck hit the left side of the ramp and the driver managed to steer the truck back onto the expressway. However, it then hit the right side and crashed through the bridge railing. The crash happened at 8:30 in the morning and took crews until 5:00 PM to clean up the area.
In that same month, a rental truck filled with items from a family that just moved to Pittsburgh tipped over on the bridge across Point State Park. All of the belongings spilled onto the park below. In December, a man who was stopped for DUI and speeding lost control and his car flew over the guide rail and landed in the park. It was quite a 1998 for Pittsburgh's Citiparks Department.
For those of you who hate losing the radio while you are going through a tunnel, you need to try the Fort Pitt Tunnels. In 1999, radio repeaters were installed through the tunnel so that motorists could receive FM and AM broadcasts. The system was developed by hometown institution, Carnegie Mellon University. A year later, an advanced overheight warning system was installed at the western portal.
Not one, but three reconstruction projects relating to the Fort Pitt Bridge and Tunnel rehabilitation project occurred in the last year of the 20th Century: the outbound 10th Street Bypass, Liberty Avenue, and the Portal Bridge. On April 29, 1999 the Portal Bridge was closed for reconstruction and reopened at midnight on June 23, 1999. The Portal Bridge lanes that carry traffic from the Fort Duquesne Bridge, 10th Street Bypass and Fort Duquesne Boulevard to the Fort Pitt Bridge reopened on July 28, 1999. August 1, 1999 the Liberty Avenue ramps closed and reopened 45 days later.
View of the Fort Pitt Bridge from the Monongahela River.
On March 15, 2000, the next step in the bridge and tunnel rehabilitation saw the Boulevard of the Allies off ramp closed for repairs. They reopened in Summer 2000. The next to be rebuilt was the inbound ramps to the Fort Duquesne Bridge, Tenth Street Bypass, and Fort Duquesne Boulevard. These reopened on November 17, 2000, in time for Pittsburgh's Light-Up Night. The the ramps from I-376 to the Fort Duquesne Bridge closed on August 14. Access to the Fort Duquesne Bridge from Commonwealth Place and Fort Pitt Boulevard was also shut down.
One of the strangest events to take place on a highway in Pittsburgh happened before dawn on April 17, 2000. Parts of the Interstate in the East Street Valley, and a few other highways, were doused with white, blue, yellow, red, and green paints. Officials with the Department of Transportation called it a random act of vandalism. PennDOT believes some vehicles received splatter damage before tires spread it and it dried. In fact, one of the PennDOT maintenance vehicles responding to the incident got paint on it as well.
A maintenance crew working the midnight shift spread absorbents and some sand on several of the spots. Dick Skrinjar, spokesman for PennDOT, said that the crews also picked up a number of open one gallon paint cans and the cardboard boxes in which they were shipped.
He went on to say, "This is the time of year when we're repainting highway lines, and we don't need any help. This type of activity can lead to driver confusion and a serious accident. If the person or persons responsible are caught, we intend to prosecute to the full extent of the law. Our maintenance people said it looked like someone drove along and flipped the cans out the window and into the air. It was too random to be paint accidentally falling off the back of a truck. It was intentional."
If you were traveling the Parkways on January 11, 2001, you have my sympathy. On that day, not one but two trucks ended up getting lodged in both the Squirrel Hill and Fort Pitt Tunnels and during both rush hours. This is not the first time a truck has become wedged in either tunnel as it has happened many times over the years; however, it was the first time where it happened twice on the same day. The first incident involving trucks and tunnels occurred just before 7:00 AM in the Fort Pitt Tunnel when the air supply system on a tractor-trailer broke and locked up the brakes on the inbound truck. A 911 operator alerted tunnel crews to a supposedly overturned truck in the right lane. Workers arrived on the scene and soon had one of the two inbound lanes reopened. Not soon enough, as this resulted in a miles-long traffic jam stretching to the Interstate 79 interchange on the Parkway, and also causing delays on the alternate routes into the city.
PennDOT spokesman Dick Skrinjar said that the truck "probably wouldn't have passed a Pennsylvania mechanical inspection. Our tunnel guys said that it was a piece of junk." The truck was then towed to an emergency pull-off near the Grant Street exit, complying with a PennDOT policy regarding breakdowns in the tunnel or on interstate bridges around Point State Park. Even with the truck being towed out of the tunnel at 8:40 AM, traffic delays lasted for much of the morning.
The exit renumbering that took place on I-279 in the summer of 2000 was not the first for one segment of the expressway. In 1964, when the designation changed from I-70 to I-79 from the current I-79 interchange to the Point, so did the exit numbers to continue the numbering sequence. The numbers began with Exit 17 at Rosslyn Farms and ended with Exit 21 at US 19/PA 51, and afterwards Rosslyn Farms became Exit 16 and US 19/PA 51 became Exit 20. The remaining exits to the bridge were not numbered. When the Fort Duquesne Bridge opened, and I-279 was proposed to end at the Point, exit numbers were placed on that section beginning with Exit 1 at Liberty Avenue and Exit 4 for Three Rivers Stadium, now North Shore. In 1978, the entire route was renumbered to reflect the start of I-279 at I-79 west of Pittsburgh.
On April 6, 2002, the first severe impact of the project on I-279/US 22/US 30/Truck US 19 traffic was felt when the outbound bridge and tunnel were closed. The closing lasted until July 31, a full month earlier than what was projected. Almost a year later, on March 28, the inbound bridge and tunnel were closed, but the detours remained the same as the previous year's work. Inbound traffic would use the outbound lanes and outbound traffic would detour around the tunnel. On March 31, the Pittsburgh Tribune-Review did some feature pieces on the closure in addition to the following: Rehabilitating the Tunnel and Controlling the Tunnel . If you look on the bottom of both pages, you might notice a familiar source.
In September 2002, the $1.5 million Airport Multimodal Corridor Major Investment Study was released which was music to the ears of commuters using the Parkway West. It called for the expressway to be widened to eight lanes before 2025 and the addition of two bus-only lanes or a light-rail line from Downtown to the airport. The combination of widening and one of the two mass transit options would cost $1.6 to $1.8 billion. Without the added capacity, the morning jam that begins at Green Tree Hill would extend all the way to I-79.
The lanes would be configured for different directions at the Fort Pitt Tunnel, with the outer two going into a new inbound tunnel and utilizing the right two lanes of the bridge for a connection to the Parkway East or Grant Street interchange. The left two lanes would pass through the existing tunnel to the Boulevard of the Allies, Liberty Avenue, Fort Duquesne Boulevard, 10th Street Bypass, and Fort Duquesne Bridge. The ramps to and from West Carson Street would be closed but all other interchanges would be rebuilt, including the construction of the missing I-79 ramps and completing the West End Circle interchange. It would take about 10 years to go through impact studies, property acquisition, and utility relocation not to mention construction itself. The study was commissioned by the Port Authority, PennDOT, Allegheny County, the county's airport authority, the city of Pittsburgh and the Southwestern Pennsylvania Commission.
A fire broke out on May 16, 2003, while renovations were occurring on the inbound tunnel. The fire damaged or completely destroyed several construction vehicles such as a lift truck, a Bobcat loader, and four all-terrain vehicles that were in the tunnel and charred the tunnel face. The heat was so intense that it blackened and made the ceramic tiles on the face pop off the wall and melted bolts holding the aluminum letters that display the tunnel name. Four employees working in the tunnel control rooms at the time smelled then saw the smoke, and called the Pittsburgh Fire Bureau at 11:18 PM. Even though the fire did not spread to the outbound lanes, it did damage the electrical system, which meant that those lanes would not have lights, ventilation, or sensors to detect trucks too tall to enter the tunnel. The fire also knocked out a "muliplexer" where wires from the surveillance cameras along the Parkways are fed into a fiber-optic cable that sends the images to the PennDOT traffic management center in Collier. Dick Skrinjar of PennDOT said that 48 of the 62 cameras that are on the Parkway North and East were not operating on Sunday. Luckily no one was injured and the tunnel reopened on May 18.
The 11-year bridge/tunnel rehabilitation project came to an end on August 16, 2003 at 9:00 AM when the inbound tunnel and bridge were reopened. The outbound side opened to normal traffic on August 23, 2003 at 9:00 AM after being used as an inbound direction during the construction. The week was used to return that side and approaches back to carrying southbound traffic. The connection from Fort Pitt Bridge to the Fort Duquesne Bridge and 10th Street Bypass opened on August 27, 2003. The ramp from the bridge to Interstate 376 reopened on October 1, 2003, when the rehabilitation of the Parkway from the bridge to Grant Street was completed.
|The Fort Pitt Tunnel has such a grand entrance into Pittsburgh that even KDKA-TV, which is located at the end of the bridge in Gateway Center, used it as the intro to their Eyewitness News newscasts in the 1980s. The one on the left is from 1985 and the one on the right is from 1988.|
After the rehabilitation of the Fort Pitt Tunnel just concluded, you'd think there would be no problems, right? Water began leaking into the tunnel during the last week of January 2004, at the northbound portal on the south side of the tunnel. The water was suspected of coming in between the inbound and outbound sides. PennDOT crews continued to salt the roadway until permanent repairs were made.
Winter 2004 was just not kind to the Parkway, what with the tunnel leaking and potholes...lots of potholes. "It looks more like Baghdad than Pittsburgh," said spokesman Dick Skrinjar. "And we're as upset about it as the motorists are." The section where these massive craters were opening up was between the Green Tree and Rosslyn Farms interchanges. It was only in 1998 that the section was paved with SuperPave, which is short for Superior Performing Asphalt Pavement, and was meant to keep I-279 smooth until 2013. The $6 million project was the first in Pennsylvania to use the material, and one of 14 done at that time to develop problems. The problem got so bad, The Pothole Terminator was brought in from District 12 where it is usually employed to patch holes on rural roads in Westmoreland County. The self-propelled machine removes the debris from the pothole, puts oil in the bottom, and spreads stones on top. The machine carried five and one-half tons of stone and 200 gallons of oil, which would keep it going for three to four hours. The second repaving project got underway on May 14, and working almost every weekend except Memorial Day and Fourth of July, finished three months later. The cost of the redo was $7.8 million.
Not potholes, but a flasher was causing problems for women motorists on the North Side in October 2003. A woman reported that when she was driving south on I-279 near PNC Park, a man with dark hair and a beard in a white, extended-cap pickup truck pulled beside her and "lifted his body up so she could see" his penis. He then exited off onto Ohio River Boulevard.
Whether it was due to potholes or most likely the weather, a massive eight car pileup occurred around 3 PM on January 30, 2004 on the southbound side after the PA 121 interchange. However, so emergency crews could access the scene, both sides of the Parkway had to be closed. State Police reopened the expressway 45 minutes later, but not after traffic had backed up all the way across the Fort Pitt Bridge.
For years, commuters have complained to PennDOT about the HOV Lanes in the median should be converted to regular through lanes. It isn't as easy as people think it would be to convert them. The lanes have shoulders with storm drains that would have to be relocated, and the exits/entries were not designed to handle large volumes of traffic. PennDOT says it would cost millions to convert the lanes, and if anything was done, it could be converted for dual use by vehicles and light-rail in the future. Also the idea of turning them into HOT (High Occupancy Toll) Lanes has been floated. This concept is used it many parts of the country, where during rush hours, people are charged to ride continuous flowing lanes separate from the congested main ones.
There are hardly any incidences of road rage involving guns on Pennsylvania's highways, but one occurred on the night of December 12, 2004. The shooter was upset at the driver of a van he was trying to pass on the Fort Pitt Bridge. When he finally did pass, he fired into the passenger side of the van which struck the passenger in the leg. The passenger was taken to Mercy Hospital for treatment, and the driver was not injured.
If people talking on cell phones while driving wasn't a distraction, how about people performing stunts outside the car or "car surfing?" Off-duty State Trooper Jolando Hinton witnessed just that on July 13, 2005 while traveling southbound. Brian Crawford of Irwin, a student at the Art Institute of Pittsburgh and aspiring stuntman, was seen climbing around the vehicle he was a passenger in, performing stunts that will make you cringe all while traveling 60 MPH. One of his friends was videotaping the stunts, which included hanging on the side of the car and "Superman" where he hung vertically only a foot off the ground, with an Art Institute camera. The stunts continued for two miles until on-duty troopers pulled the car over near Robinson Town Centre and found four men in the car ranging in age from 19 to 21. They faced reckless endangerment and disorderly conduct charges, and punishment by the school for using equipment in a criminal activity.
On October 17, 2005, US Senator Rick Santorum and US Representative Melissa Hart made an announcement at Pittsburgh International Airport that has been years in coming. Originally planned to be truncated by January 1, 2009, the Interstate 376 designation was extended westward to I-79 on June 10, 2009 as part of the eventual redesignation of the Parkway West, Airport Parkway, Southern Expressway, Beaver Valley Expressway, and James E. Ross Highway as I-376. On that date, the I-279 designation was truncated to the Point.
The latest improvements to the HOV lanes were unveiled on May 18, 2006 in the form of a $770,000 automated "fast-acting" gate system which are the latest in a series of improvements such as CCTV cameras, automated interlocks on permanent gates, and improved signage since the 1995 accident. The new gates will be down during morning rush hours with overhead sensors to detect approaching inbound vehicles. If one is detected, the gate will raise to allow it to pass. During afternoon rush hours and weekends when the HOV lanes are open in the outbound direction, the gates will be up.
Projectiles thrown onto the expressway around the Carnegie area has been a problem between September 22, 2005 and March 20, 2007. State Police announced the capture of Jeffrey Angelo Ramous of Carnegie on March 22, 2007 who admitted to throwing around 100 large rocks and bricks in the area of the Norfolk and Southern Railroad trestle which struck at least 12 vehicles. Ramous will be charged with 10 counts of aggravated assault, propulsion of missiles, risking a catastrophe, and recklessly endangering another person. The problem seemed to have ended until March 24 when a driver had his face bloodied by a rock that went through his windshield near the trestle. Police searched the area with a helicopter looking for the suspect.
In the post-September 11 world, everything seems to be a target including the tunnels in Pittsburgh. They became the target of a bomb scare on June 1, 2007 when a call was made at 5:45 PM to Allegheny County 911 from a pay phone at Carson Street and 12th Street on the South Side. State Police and PennDOT closed the Squirrel Hill, Fort Pitt, and Liberty Tunnels. Traffic was at a standstill as police turned vehicles around at the portals. After security sweeps, the Squirrel Hill Tunnel reopened at 6:20 PM and the other two a half hour later. The FBI is now involved with the case and the phone where the call originated has been confiscated.
With its age beginning to show, rehabilitation work was long overdue for the Fort Duquesne Bridge which is an important crossing in the local highway network and carries much of the traffic to PNC Park and Heinz Field. The project was initially unfunded in the Southwestern Pennsylvania Commission's transportation improvement plan but was started due to an infusion of money from the American Recovery and Reinvestment Act. Not expecting any work to begin, PennDOT had to rush through the construction plans to get the project to bid. Work began on August 10, 2009, unfortunately one day after the Rivers Casino opened its doors for the first time. General Manager Ed Fasulo said, "Anytime they potentially disrupt access it's a concern. But it's one of those things that has to be done. There's never a good time to do it. We understand that it's for the public good," adding, "We'll try to make the best of it." Construction began on the lower deck first and then moved to the upper deck, which was needed to increase the usefulness of the span for another 15 to 25 years before requiring another overhaul. The project included improvements to 16 bridge and ramp structures, steel repairs, expansion dam replacements, concrete deck and substructure repairs, resetting of rocker bearings, new signage and pavement markings and was completed in 2010.
Interstate 279 Ends
Interstate 279 Pictures
Future Interstate 376 Corridor Map
North Hills Busway/North Hills Expressway HOV Lanes Map
HOV Lanes - PennDOT
I-279 HOV Lanes - Port Authority of Allegheny County
Fort Duquesne Bridge - Bruce Cridlebaugh
Historic Bridges at the Point - Bruce Cridlebaugh
The I-279/376 Downtown Connector - Adam Prince
I-279 Interchange Browser - Tim Reichard
Interstate 279 - Andy Field/Alex Nitzman
Interstate 279 - Scott Oglesby
Interstate 279 Pictures - Steve Alpert
Interstate 279 Pictures - Andy Field/Alex Nitzman
Interstate 279 Pictures (Allegheny County) - Doug Kerr
Interstate 279 Pictures (City of Pittsburgh) - Doug Kerr
Portal Bridge - Bruce Cridlebaugh
|Southern Terminus:||I-376/US 22/US 30 at Exit 70C in Pittsburgh|
|Northern Terminus:||I-79 at Exit 72 in Franklin Park|
|National Highway System:||Entire length|
North Shore Expressway: Exit 1B to Exit 2B
East Street Valley Expressway: Exit 2B to Exit 3
North Hills Expressway: Exit 3 to I-79
Raymond E. Wilt Memorial Highway: Exit 2B to I-79
Parkway North: Exit 2B to I-79
6279 (HOV Lanes)
|Operate in the median
of the Interstate from Stadium Drive East to north of US 19/Perrysville
Avenue. Open to cars, trucks, and vans with two or more occupants and
all motorcycles Monday through Friday.
Inbound: 6 AM - 9 AM
Outbound: 4 PM - 7 PM
Open to all vehicles outbound 7 PM Friday to 5 AM Monday.
|Multiplexed Route:||Truck US 19: I-376/US 22/US 30 to Exit 4|
|Former Designation:||I-79 (1964 - 1972)|
|I-376/US 22/US 30 to Exit 1B|
Duquesne Bridge (Northbound)
PNC Park to Perrysville Avenue (HOV-Northbound)
I-579 to I-79 (Northbound)
I-79 to I-579 (Southbound)
Perrysville Avenue to PNC Park (HOV-Southbound)
Fort Duquesne Bridge (Southbound)
HOV-North Canal Street
HOV-Park & Ride
Union Avenue South
Union Avenue North
Ben Avon Heights Road
Camp Horne Road
|Advisory Radio:||1620 AM|